ke  International 
*  J<^^vebpment  of  China 


SunYat-sen 


The  International 
Development  of  China 


By 

Sun  Yat-sen 


With  16  Maps  in  the  Text  and  a 
Folding  Map  at  end 


G.  P.  Putnam's  Sons 

New  York  and   London 

XTbe   1RntcF?erbocl?ec   press 

1922 


Copyright,  1922 

by 

Sun  Yat-sen 

Made  in  the  United  States  of  America 


y^t^ 


StacK 
Annex 

HC 


This  work  is 

affectionately  dedicated 

to 

Sir  James  and  Lady  Cantlie 

My  revered  teacher  and  devoted  friends 

to  whom  I  once  owed  my  life 


PREFACE 

As  soon  as  Armistice  was  declared  in  the  recent 
World  War,  I  began  to  take  up  the  study  of  the  Inter- 
national Development  of  China,  and  to  form  programs 
accordingly.  I  was  prompted  to  do  so  by  the  desire 
to  contribute  my  humble  part  in  the  realization  of  world 
peace.  China,  a  country  possessing  a  territory  of 
4,289,000  square  miles,  a  population  of  400,000,000 
people,  and  the  richest  mineral  and  agricultural  re- 
sources in  the  world,  is  now  a  prey  of  militaristic  and 
capitalistic  powers — a  greater  bone  of  contention  than 
the  Balkan  Peninsula.  Unless  the  Chinese  question 
can  be  settled  peacefully,  another  world  war  greater 
and  more  terrible  than  the  one  just  past  will  be  inevi- 
table. In  order  to  solve  the  Chinese  question,  I  suggest 
that  the  vast  resources  of  China  be  developed  interna- 
tionally under  a  socialistic  scheme,  for  the  good  of  the 
world  in  general  and  the  Chinese  people  in  particular. 
It  is  my  hope  that  as  a  result  of  this,  the  present  spheres 
of  influence  can  be  abolished;  the  international  com- 
mercial war  can  be  done  away  with;  the  internecine 
capitalistic  competition  can  be  got  rid  of,  and  last,  but 
not  least,  the  class  struggle  between  capital  and  labor 
can  be  avoided.  Thus  the  root  of  war  will  be  forever 
exterminated  so  far  as  China  is  concerned. 


VI 


PREFACE 


Each  part  of  the  different  programs  in  this  Inter- 
national Scheme,  is  but  a  rough  sketch  or  a  general 
policy  produced  from  a  layman's  thought  with  very 
limited  materials  at  his  disposal.  So  alterations  and 
changes  will  have  to  be  made  after  scientific  investiga- 
tion and  detailed  survey.  For  instance,  in  regard  to 
the  projected  Great  Northern  Port,  which  is  to  be 
situated  between  the  mouths  of  the  Tsingho  and  the 
Lwanho,  the  writer  thought  that  the  entrance  of  the 
harbor  should  be  at  the  eastern  side  of  the  port  but 
from  actual  survey  by  technical  engineers,  it  is  found 
that  the  entrance  of  the  harbor  should  be  at  the  western 
side  of  the  port  instead.  So  I  crave  great  indulgence 
on  the  part  of  experts  and  specialists. 

I  wish  to  thank  Dr.  Monlin  Chiang,  Mr.  David  Yui, 
Dr.  Y.  Y.  Tsu,  Mr.  T.  Z.  Koo,  and  Dr.  John  Y.  Lee, 
who  have  given  me  great  assistance  in  reading  over  the 
manuscripts  with  me. 

Sun  Yat-sen. 
Canton,  April  25,  1921, 


CONTENTS 


PAGB 


The  International  Development  of  China  .     .  i 

Program  I ii 

Program  II 30 

Program  III 'j'j 

Program  IV 129 

Program  V 197 

Program  VI 222 

Conclusion 231 

Appendix  I 239 

Appendix   II 251 

Appendix  III 257 

Appendix  IV 259 

Appendix  V 260 

Appendix  VI .  262 


vu 


MAPS 


FACING 
PACK 


Figure  i i6 

Figure  2 17 

Map  I 18 

Map  II 19 

Map  III 32 

Map  IV .  33 

Map  V 44 

Map  VI 45 

Map  VII 48 

Map  VIII 49 

Map  IX 54 

Map  X 55 

Map  XI 82 

Map  XII 83 

Map  XIII 86 

ix 


MAPS 


FACING, 
PAGE 


Map  XIV 87 

Map  XV 90 

Map  XVI .  91 

Map  at  end 


The    International    Development 
of  China 


THE  INTERNATIONAL  DEVELOPMENT 
OF  CHINA 

A  Project  to  Assist  the  Readjustment  of 
Post-Bellum  Industries 

It  is  estimated  that  during  the  last  year  of  the  World 
War  the  daily  expenses  of  the  various  fighting  nations 
amounted  to  two  hundred  and  forty  millions  of  dollars 
gold.  It  is  accepted  by  even  the  most  conservative, 
that  only  one  half  of  this  sum  was  spent  on  munitions 
and  other  direct  w^ar  supplies,  that  is,  one  hundred  and 
twenty  millions  of  dollars  gold.  Let  us  consider  these 
war  supplies  from  a  commercial  point  of  view.  The 
battlefield  is  the  market  for  these  new  industries,  the 
consumers  of  which  are  the  soldiers.  Various  indus- 
tries had  to  be  enlisted  and  many  new  ones  created  for 
the  supplies.  In  order  to  increase  the  production  of 
these  war  commodities  day  by  day,  people  of  the  war- 
ring countries  and  even  those  of  the  neutral  states  had 
to  be  content  with  the  barest  necessities  of  life  and  had 
to  give  up  all  former  comforts  and  luxuries. 

Now  the  war  is  ended  and  the  sole  market  of  these 
war  supplies  has  closed,  let  us  hope,  forever,  for  the 
good  of  humanity.    So,  from  now  on  we  are  concerned 

3 


4  THE  INTERNATIONAL 

with  the  problem  as  to  how  a  readjustment  may  be 
brought  about.  What  must  be  considered  first  is  the 
reconstruction  of  the  various  countries,  and  next  the 
supply  of  comforts  and  luxuries  that  will  have  to  be 
resumed.  We  remember  that  one  hundred  and  twenty 
million  dollars  were  spent  every  day  on  direct  war 
supplies.  Let  us  then  suppose  that  the  two  items  men- 
tioned will  take  up  one  half  of  this  sum,  that  is,  sixty 
millions  of  dollars  a  day  which  will  still  leave  us  a 
balance  of  sixty  million  dollars  a  day.  Besides,  the 
many  millions  of  soldiers  who  were  once  consumers  will 
from  now  on  become  producers  again.  Furthermore, 
the  unification  and  nationalization  of  all  the  industries, 
which  I  might  call  the  Second  Industrial  Revolution, 
will  be  more  far-reaching  than  that  of  the  first  one  in 
which  Manual  Labor  was  displaced  by  Machinery. 
This  second  industrial  revolution  will  increase  the  pro- 
ductive power  of  man  many  times  more  than  the  first 
one.  Consequently,  this  unification  and  nationalization 
of  industries  on  account  of  the  World  War  will  further 
complicate  the  readjustment  of  the  post-war  industries. 
Just  imagine  sixty  million  dollars  a  day  or  twenty-one 
billions  and  nine  hundred  millions  of  dollars  a  year  of 
new  trade  created  by  the  war  suddenly  have  to  stop 
when  peace  is  concluded!  Where  in  this  world  can 
Europe  and  America  look  for  a  market  to  consume 
this  enormous  saving  from  the  war  ? 

If  the  billions  of  dollars  worth  of  war  industries 
can  find  no  place  in  the  post-bellum  readjustment,  then 
they  will  be  a  pure  economic  waste.     The  result  will 


DEVELOPMENT  OP  CHINA  5 

not  only  disturb  the  economic  condition  of  the  pro- 
ducing countries,  but  will  also  be  a  great  loss  to  the 
world  at  large. 

All  the  commercial  nations  are  looking  to  China  as 
the  only  "dumping  ground"  for  their  over-production. 
The  pre-war  condition  of  trade  was  unfavorable  to 
China.  The  balance  of  imports  over  exports  was  some- 
thing over  one  hundred  million  dollars  gold  annually. 
The  market  of  China  under  this  condition  could  not 
expand  much  for  soon  after  there  will  be  no  more 
money  or  commodities  left  for  exchanging  goods  with 
foreign  countries.  Fortunately,  the  natural  resources 
of  China  are  great  and  their  proper  development  w^ould 
create  an  unlimited  market  for  the  whole  world  and 
would  utilize  the  greater  part,  if  not  all  of  the  billions 
of  dollars  worth  of  war  industries  soon  to  be  turned 
into  peace  industries. 

China  is  the  land  that  still  employs  manual  labor  for 
production  and  has  not  yet  entered  the  first  stage  of 
industrial  evolution,  while  in  Europe  and  America  the 
second  stage  is  already  reached.  So  China  has  to  begin 
the  two  stages  of  industrial  evolution  at  once  by  adopt- 
ing the  machinery  as  w^ell  as  the  nationalization  of 
production.  In  this  case  China  will  require  machinery 
for  her  vast  agriculture,  machinery  for  her  rich  mines, 
machinery  for  the  building  of  her  innumerable  fac- 
tories, machinery  for  her  extensive  transportation 
systems  and  machinery  for  all  her  public  utilities.  Let 
us  see  how  this  new  demand  for  machinery  will  help 
in  the  readjustment  of  war  industries.    The  workshops 


6  THE  INTERNATIONAL 

that  turn  out  cannon  can  easily  be  made  to  turn  out 
steam  rollers  for  the  construction  of  roads  in  China. 
The  workshops  that  turn  out  tanks  can  be  made  to  turn 
out  trucks  for  the  transportation  of  the  raw  materials 
that  are  lying  everywhere  in  China.  And  all  sorts  of 
warring  machinery  can  be  converted  into  peaceful 
tools  for  the  general  development  of  China's  latent 
wealth.  The  Chinese  people  will  welcome  the  devel- 
opment of  our  country's  resources  provided  that  it  can 
be  kept  out  of  Mandarin  corruption  and  ensure  the 
mutual  benefit  of  China  and  of  the  countries  cooperat- 
ing with  us. 

It  might  be  feared  by  some  people  in  Europe  and 
America  that  the  development  of  China  by  war 
machinery,  war  organization  and  technical  experts 
might  create  unfavorable  competition  to  foreign  indus- 
tries. I,  therefore,  propose  a  scheme  to  develop  a  new 
market  in  China  big  enough  both  for  her  own  products 
and  for  products  from  foreign  countries.  The  scheme 
will  be  along  the  following  lines : 

I.     The  Development  of  a  Communications  System. 

(a)  100,000  miles  of  Railways. 

(b)  1,000,000  miles  of  Macadam  Roads. 

(c)  Improvement  of  Existing  Canals, 
(i)     Hangchow-Tientsin  Canals. 
(2)     Sikiang- Yangtze  Canals. 

(d)  Construction  of  New  Canals. 

(i)     Liaoho-Sunghwakiang  Canal. 
(2)     Others  to  be  projected. 


DEVELOPMENT  OF  CHINA  ^ 

(e)  River  Conservancy. 

(i)     To  regulate  the  Embankments  and 
Channel  of  the  Yangtze  River  from 
Hankow  to  the  Sea  thus  facilitat- 
ing   Ocean-going    Ships    to    reach 
that  port  at  all  seasons. 

(2)  To  regulate  the  Hoangho  Embank- 
ments and  Channel  to  prevent 
floods. 

(3)  To  regulate  the  Sikiang. 

(4)  To  regulate  the  Hwaiho. 

(  5 )     To  regulate  various  other  rivers. 

(f)  The  Construction  of  more  Telegraph 
Lines  and  Telephone  and  Wireless  Sys- 
tems all  over  the  Country. 

H.     The  Development  of  Commercial  Harbors. 

(a)  Three  largest  Ocean  Ports  with  future 
capacity  equalling  New  York  Harbor  to 
be  constructed  in  North,  Central  and 
South  China. 

(b)  Various  small  Commercial  and  Fishing 
Harbors  to  be  constructed  along  the  Coast. 

(c)  Commercial  Docks  to  be  constructed  along 
all  navigable  rivers. 

HL  Modern  Cities  with  public  utilities  to  be  con- 
structed in  all  Railway  Centers,  Termini  and  along- 
side Harbors. 

IV.  Water  Power  Development. 

V.  Iron  and  Steel  Works  and  Cement  Works  on 
the  largest  scale  in  order  to  supply  the  above  needs. 


8  THE  INTERNATIONAL 

VI.  Mineral  Development. 

VII.  Agricultural  Development. 

VIII.  Irrigational  Work  on  the  largest  scale  in 
Mongolia  and  Sinkiang. 

IX.  Reforestation  in  Central  and  North  China. 

X.  Colonization  in  Manchuria,  Mongolia,  Sinkiang, 
Kokonor,  and  Thibet. 

If  the  above  program  could  be  carried  out  gradually, 
China  will  not  only  be  the  ''Dumping  Ground"  for 
foreign  goods  but  actually  will  be  the  "Economic 
Ocean"  capable  of  absorbing  all  the  surplus  capital  as 
quickly  as  the  Industrial  Nations  can  possibly  produce 
by  the  coming  Industrrial  Revolution  of  Nationalized 
Productive  Machinery.  Then  there  will  be  no  more 
competition  and  commercial  struggles  in  China  as  well 
as  in  the  world. 

The  recent  World  War  has  proved  to  Mankind  that 
war  is  ruinous  to  both  the  Conqueror  and  the  Con- 
quered, and  worse  for  the  Aggressor.  What  is  true  in 
military  warfare  is  more  so  in  trade  warfare.  Since 
President  Wilson  has  proposed  a  League  of  Nations  to 
end  military  war  in  the  future,  I  desire  to  propose  to 
end  the  trade  war  by  cooperation  and  mutual  help  in  the 
Development  of  China.  This  will  root  out  probably  the 
greatest  cause  of  future  wars. 

The  world  has  been  greatly  benefited  by  the  devel- 
opment of  America  as  an  industrial  and  a  commercial 
Nation.  So  a  developed  China  with  her  four  hundred 
millions  of  population,  will  be  another  New  World  in 


DEVELOPMENT  OF  CHINA  9 

the  economic  sense.  The  nations  which  will  take  part 
in  this  development  will  reap  immense  advantages. 
Furthermore,  international  cooperation  of  this  kind 
cannot  but  help  to  strengthen  the  Brotherhood  of  Man. 
Ultimately,  I  am  sure,  this  will  culminate  to  be  the 
keystone  in  the  arch  of  the  League  of  Nations. 

In  order  to  carry  out  this  project  successfully  I 
suggest  that  three  necessary  steps  must  be  taken: 
First,  that  the  various  Governments  of  the  Capital- 
supplying  Powers  must  agree  to  joint  action  and  a  uni- 
fied policy  to  form  an  International  Organization  with 
their  war  woric  organizers,  administrators  and  experts 
of  various  lines  to  formulate  plans  and  to  standardize 
materials  in  order  to  prevent  waste  and  to  facilitate 
work.  Second,  the  confidence  of  the  Chinese  people 
must  be  secured  in  order  to  gain  their  cooperation  and 
enthusiastic  support.  If  the  above  two  steps  are 
accomplished,  then  the  third  step  is  to  open  formal 
negotiation  for  the  final  contract  of  the  project  with 
the  Chinese  Government.  For  which  I  suggest  that  it 
be  on  the  same  basis  as  the  contract  I  once  concluded 
with  the  Pauling  Company  of  London,  for  the  con- 
struction of  the  Canton-Chungking  Railway,  since  it 
was  the  fairest  to  both  parties  and  the  one  most  wel- 
comed by  the  Chinese  people,  of  all  contracts  that  were 
ever  made  between  China  and  the  foreign  countries. 

And  last  but  not  least,  a  warning  must  be  given  that 
mistakes  such  as  the  notorious  Sheng  Shun  Hwai's 
nationalized  Railway  Scheme  in  191 1  must  not  be  com- 
mitted again.     In  those  days  foreign  bankers  entirely 


lo  DEVELOPMENT  OF  CHINA 

disregarded  the  will  of  the  Chinese  people,  and  thought 
that  they  could  do  everything  with  the  Chinese  Govern- 
ment alone.  But  to  their  regret,  they  found  that  the 
contracts  which  they  had  concluded  with  the  Govern- 
ment, by  heavy  bribery,  were  only  to  be  blocked  by  the 
people  later  on.  Had  the  foreign  bankers  gone  in  the 
right  way  of  first  securing  the  confidence  of  the 
Chinese  people,  and  then  approaching  the  Government 
for  a  contract,  many  things  might  have  been  accom- 
plished without  a  hitch.  Therefore,  in  this  Interna- 
tional Project  we  must  pay  more  attention  to  the 
people's  will  than  ever  before. 

If  my  proposition  is  acceptable  to  the  Capital-supply- 
ing Powers,  I  will  'furnish  further  details. 


PROGRAM     I 

The  industrial  development  of  China  should  be 
carried  out  along  two  lines  :  ( i )  by  private  enterprise 
and  (2)  by  national  undertaking.  All  matters  that  can 
be  and  are  better  carried  out  by  private  enterprise 
should  be  left  to  private  hands  which  should  be  encour- 
aged and  fully  protected  by  liberal  laws.  And  in  order 
to  facilitate  the  industrial  development  by  private 
enterprise  in  China,  the  hitherto  suicidal  internal  taxes 
must  be  abolished,  the  cumbersome  currency  must  be 
reformed,  the  various  kinds  of  official  obstacles  must 
be  removed,  and  transportation  facilities  must  be 
provided.  All  matters  that  cannot  be  taken  up  by 
private  concerns  and  those  that  possess  monopolistic 
character  should  be  taken  up  as  national  undertakings. 
It  is  for  this  latter  line  of  development  that  we  are  here 
endeavoring  to  deal  with.  In  this  national  undertak- 
ing, foreign  capital  have  to  be  invited,  foreign  experts 
and  organizers  have  to  be  enlisted,  and  gigantic  meth- 
ods have  to  be  adopted.  The  property  thus  created  will 
be  state  owned  and  will  be  managed  for  the  benefit 
of  the  whole  nation.  During  the  construction  and  the 
operation  of  each  of  these  national  undertakings, 
before  its  capital  and  interest  are  fully  repaid,  it  will 


12  THE  INTERNATIONAL 

be  managed  and  supervised  by  foreign  experts  under 
Chinese  employment.  As  one  of  their  obhgations, 
these  foreign  experts  have  to  undertake  the  training  of 
Chinese  assistants  to  take  their  places  in  the  future. 
When  the  capital  and  interest  of  each  undertaking  are 
paid  off,  the  Chinese  Government  v^ill  have  the  option 
to  employ  either  foreigners  or  Chinese  to  manage  the 
concern  as  it  thinks  fit. 

Before  entering  into  the  details  of  this  International 
development  scheme,  four  principles  have  to  be  con- 
sidered : 

(i)     The  most  remunerative  field  must  be  selected 
in  order  to  attract  foreign  capital. 

(2)  The  most  urgent  needs  of  the  nation  must  be 

met. 

(3)  The  lines  of  least  resistance  must  be  followed. 

(4)  The  most  suitable  positions  must  be  chosen. 

In  conformity  with  the  above  principles,  I  formulate 
Program  I  as  follows : 

I.     The  construction  of  a  great  Northern  Port  on 

the  Gulf  of  Pechili. 
II.     The  building  of  a  system  of  railways  from  the 
Great  Northern  Port  to  the  Northwestern 
extremity  of  China. 

III.  The  Colonization  of  Mongolia  and  Sinkiang 

(Chinese  Turkestan). 

IV.  The  construction  of  canals  to  connect  the  in- 

land   waterway    systems    of    North    and 


DEVELOPMENT  OF  CHINA  13 

Central    China    with    the    Great    Northern 
Port. 
V.     The  development  of  the  Iron  and  Coal  fields 
in  Shansi  and  the  construction  of  an  Iron 
and  Steel  Works. 

These  five  projects  will  be  worked  out  as  one 
program,  for  each  of  them  will  assist  and  accelerate 
the  development  of  the  others.  The  Great  Northern 
Port  will  serve  as  a  base  of  operation  of  this  Interna- 
tional Development  Scheme,  as  well  as  a  connecting 
link  of  transportation  and  communication  between 
China  and  the  outer  world.  The  other  four  projects 
w^ill  be  centered  around  it. 

PART    I 
The  Great  Northern  Port 

I  propose  that  a  great  deep  water  and  ice  free  port 
be  constructed  on  the  Gulf  of  Pechili.  The  need  of 
such  a  port  in  that  part  of  China  has  been  keenly  felt 
for  a  long  time.  Several  projects  have  been  proposed 
such  as  the  deepening  of  the  Taku  Bar,  the  construc- 
tion of  a  harbor  in  the  Chiho  estuary,  the  Chinwangtao 
Harbor  which  has  actually  been  carried  out  on  a  small 
scale  and  the  Hulutao  Harbor  which  is  on  the  point  of 
^eing  constructed.  But  the  site  of  my  projected  port 
is  in  none  of  these  places  for  the  first  two  are  too  far 
from  the  deep  water  line  and  too  near  to  fresh  water 
which  freezes  in  winter.     So  it  is  impossible  to  make 


14  THE  INTERNATIONAL 

them  into  deep  water  and  ice  free  ports,  while  the  last 
two  are  too  far  away  from  the  center  of  population  and 
are  unprofitable  as  commercial  ports.  The  locality  of 
my  projected  port  is  just  at  midway  between  Taku  and 
Chinwangtao  and  at  a  point  between  the  mouths  of  the 
Tsingho  and  Lwanho,  on  the  cape  of  the  coast  line 
between  Taku  and  Chinwangtao.  This  is  one  of  the 
points  nearest  to  deep  water  in  this  Gulf.  With  the 
fresh  water  of  the  Tsingho  and  Lwanho  diverted 
away,  it  can  be  made  a  deep  water  and  ice  free  port 
without  much  difficulty.  Its  distance  to  Tientsin  is 
about  seventy  or  eighty  miles  less  than  that  of  Chin- 
wangtao to  Tientsin.  Moreover,  this  port  can  be 
connected  with  the  inland  waterway  systems  of  North 
and  Central  China  by  canal,  whereas  in  the  case  of 
Chinwangtao  and  Hulutao  this  tould  not  be  done.  So 
this  port  is  far  superior  as  a  commercial  harbor  than 
Hulutao  or  Chinwangtao  which  at  present  is  the  only 
ice  free  port  in  the  Gulf  of  Pechili. 

From  a  commercial  standpoint  this  port  will  be  a 
paying  proposition  from  the  very  beginning  of  its 
construction,  owing  to  the  fact  that  it  is  situated  at  the 
center  of  the  greatest  salt  industry  in  China.  The 
cheapest  salt  is  produced  here  by  sun  evaporation  only. 
If  modern  methods  could  be  added,  also  utilizing  the 
cheap  coal  near  by,  the  production  could  increase  many 
times  more  and  the  cost  could  thus  be  made  cheaper. 
Then  it  can  supply  the  whole  of  China  with  much 
cheaper  salt.  By  this  industry  alone  it  is  quite  suffi- 
cient to  support  a  moderate  sized  harbor  which  must  be 


DEVELOPMENT  OF  CHINA  15 

the  first  step  of  this  great  project.  Besides,  there  is  in 
the  immediate  neighborhood  the  greatest  coal  mine  that 
has  yet  been  developed  in  China,  the  Kailan  Mining 
Company.  The  output  of  its  colliery  is  about  four 
million  tons  a  year.  At  present  the  company  uses 
its  own  harbor,  Chinwangtao,  for  shipping  its  ex- 
ports. But  our  projectd  port  is  much  nearer  to 
its  colliery  than  Chinwangtao.  It  can  be  connected 
with  the  mine  by  canal  thus  providing  it  with  a 
much  cheaper  carriage  than  by  rail  to  Chinwangtao. 
Furthermore,  our  projected  port  will  in  future  con- 
sume much  of  the  Kailan  coal.  Thus  eventually 
the  Company  must  use  our  port  as  a  shipping 
stage  for  its  exports.  Tientsin,  the  largest  com- 
mercial center  in  North  China,  has  no  deep  harbor 
and  is  ice  bound  several  months  a  year  in  winter,  and 
so  has  to  use  our  projected  port  entirely  as  an  outlet  for 
its  world  trade.  This  is  the  local  need  only  but  for 
this  alone  it  is  quite  sufficient  to  make  our  projected 
port  a  paying  proposition. 

But  my  idea  is  to  develop  this  port  as  large  as  New 
York  in  a  reasonable  limit  of  time.  Now,  let  us  survey 
the  hinterland  to  see  whether  the  possibility  justifies 
my  ideal  or  not.  To  the  southwest  are  the  provinces  of 
Chili  and  Shansi,  and  the  Hoangho  valley  with  a 
population  of  nearly  a  hundred  millions.  To  the  north- 
west are  the  undeveloped  Jehol  district  and  the  vast 
Mongolian  Prairie  with  their  virgin  soil  waiting  for 
development,  Chili  with  its  dense  population  and 
Shansi  with  its  rich  mineral  resources  have  to  depend 


i6  THE  INTERNATIONAL 

upon  this  port  as  their  only  outlet  to  the  sea.  And  if 
the  future  Dolon  Nor  and  Urga  Railway  is  completed 
with  connection  to  the  Siberian  line  then  Central 
Siberia  will  also  have  to  use  this  as  its  nearest  seaport. 
Thus  its  contributing  or  rather  distributing  area  will 
be  larger  than  that  of  New  York.  Finally,  this  port 
will  become  the  true  terminus  of  the  future  Eurasian 
Railway  System,  which  will  connect  the  two  continents. 
The  land  which  we  select  to  b.  the  site  of  our 
projected  port  is  now  almost  worth  next  to  noth- 
ing. Let  us  say  two  or  three  hundred  square  miles  be 
taken  up  as  national  property  absolutely  for  our  future 
city  building.  If  w^ithin  forty  years  we  could  develop 
a  city  as  large  as  Philadelphia,  not  to  say  New  York, 
the  land  value  alone  wdll  be  sufficient  to  pay  off  the 
capital  invested  in  its  development. 

The  need  of  such  a  port  in  this  part  of  China  goes 
without  saying.  For  the  provinces  of  Chili,  Shansi, 
Western  Shantung,  Northern  Honan,  a  part  of  Feng- 
tien  and  the  greater  part  of  Shensi  and  Kansu  with  a 
population  of  about  loo  millions  are  lacking  of  a  sea- 
port of  this  kind.  Mongolia  and  Sinkiang  as  well  as 
the  rich  coal  and  iron  fields  of  Shansi  will  also  have  to 
depend  on  the  Chili  coast  as  their  only  outlet  to  the  sea. 
And  the  millions  of  congested  population  of  the  coast 
and  the  Yangtze  valley  need  an  entrance  to  the  virgin 
soil  of  the  Mongolian  Prairie  and  the  Tienshan  Valley. 
The  port  will  be  the  shortest  doorway  and  the  cheapest 
passage  to  these  regions. 

The  locality  of  our  projected  port  is  nearest  to  deep 


DEVELOPMENT  OF  CHINA  17 

water  line,  and  far  away  from  any  large  river  which 
might  carry  silt  to  fill  up  the  approach  of  the  harbor 
like  those  of  the  Hoangho  entrance  and  the  Yangtze 
estuary  which  cause  great  trouble  to  conservancy  work. 
So  it  has  no  great  natural  obstacle  to  be  overcome. 
Moreover,  it  is  situated  in  an  arid  plain  with  few  people 
living  on  it,  so  it  has  no  artificial  hindrance  to  be 
overcome.  We  can  do  whatever  we  please  in  the 
process  of  construction. 

As  regards  the  planning  and  estimation  of  the  work 
of  the  harbor  construction  and  city  building,  I  must 
leave  them  to  experts  who  have  to  make  extensive 
surveys  and  soundings  before  detailed  plan  and  proper 
estimation  could  be  made.  Whereas  for  rough  refer- 
ence see  Map  I,  and  figures  i  and  2* 

PART    II 

The  Northwestern  Railway  System 

Our  projected  Railway  will  start  at  the  Great  North- 
em  Port  and  follow  the  Lwan  Valley  to  the  prairie  city 
of  Dolon  Nor,  a  distance  of  three  hundred  miles.  This 
railway  should  be  built  in  double  tracks  at  the  com- 
mencement. As  our  projected  Port  is  a  starting  point 
to  the  sea,  so  Dolon  Nor  is  a  gate  to  the  vast  prairie 


*  As  soon  as  this  first  program  reached  the  American  Legation 
in  Peking,  the  former  Minister,  Dr.  Paul  S.  Reinsch,  immediately 
sent  an  expert  to  survey  the  site  which  the  writer  indicated,  and 
found  that  it  is  really  the  best  site  on  the  Chili  Coast  for  a  world 
harbor,  excepting  that  the  entrance  of  the  port  should  be  at 
the  west  side  instead  of  the  east  side  as  the  writer  proposed. 
Detailed  plans  have  been  made  as  figures  i  and  2. 


i8  THE  INTERNATIONAL 

whicn  our  projected  Railway  System  is  going  to  tap. 
It  is  from  Dolon  Nor  our  Northwestern  Railway  Sys- 
tem is  going  to  radiate.  First,  a  line  N.  N.  E.  will  run 
parallel  to  the  KJiingan  Range  to  Khailar,  and  thence  to 
Moho,  the  gold  district  on  the  right  bank  of  the  Amur 
River.  This  line  is  about  eight  hundred  miles  in  length. 
Second,  a  line  N.  N.  W.  to  Kurelun,  and  thence  to  the 
frontier  to  join  the  Siberian  line  near  Chita.  This 
line  has  a  distance  of  about  six  hundred  miles.  Third, 
a  trunk  line  northwest,  west,  and  southwest,  skirting 
off  the  northern  edge  of  the  desert  proper,  to  Urumochi 
at  the  western  end  of  China,  a  distance  of  about  one 
thousand  six  hundred  miles  all  on  level  land.  Fourth, 
a  line  from  Urumochi  westward  to  Hi,  a  distance  of 
about  four  hundred  miles.  Fifth,  a  line  from  Uru- 
mochi southeast  across  the  Tienshan  gap  into  the 
Darim  basin,  then  turning  southwest  running  along  the 
fertile  zone  between  the  southern  watershed  of  the 
Tienshan  and  the  northern  edge  of  the  Darim  Desert, 
to  Kashgar,  and  thence  turning  southeast  to  another 
fertile  zone  between  the  eastern  watershed  of  the 
Pamir,  the  northern  watershed  of  the  Kuenlum  Moun- 
tain and  the  southern  edge  of  the  Darim  Desert,  to  the 
city  of  Iden  or  Keria,  a  distance  of  about  one  thousand 
two  hundred  miles  all  on  level  land.  Sixth,  a  branch 
from  the  Dolon  Nor  Urumochi  Trunk  Line,  which 
I  shall  call  Junction  A,  to  Urga  and  thence  to  the 
frontier  city  Kiakata,  a  distance  of  about  three 
hundred  and  fifty  miles.  Seventh,  a  branch  from  Junc- 
tion B  to  Uliassutai  and  beyond  N.  N.  W.  up  to  the 


DEVELOPMENT  OF  CHINA  19 

frontier,  a  distance  of  about  six  hundred  miles.  And 
eighth,  a  branch  from  Junction  C  northwest  to  the 
frontier,  a  distance  of  about  four  hundred  and  fifty 
miles.     See  Map  II. 

Regarded  from  the  principle  of  ''following  the  line 
of  least  resistance"  our  projected  railways  in  this 
program  is  the  most  ideal  one.  For  most  of  the  seven 
thousand  miles  of  lines  under  this  project  are  on 
perfectly  level  land.  For  instance,  the  Trunk  Line 
from  Dolon  Nor  to  Kashgar  and  beyond,  about  a 
distance  of  three  thousand  miles  right  along  is  on  the 
most  fertile  plain  and  encounters  no  natural  obstacles, 
neither  high  mountains  nor  great  rivers. 

Regarded  from  the  principle  of  ''the  most  suitable 
position,"  our  projected  railways  will  command  the 
most  dominating  position  of  world  importance.  It  will 
form  a  part  of  the  trunk  line  of  the  Eurasian  system 
which  will  connect  the  two  populous  centers,  Europe 
and  China,  together.  It  will  be  the  shortest  line  from 
the  Pacific  Coast  to  Europe.  Its  branch  from  Hi  will 
connect  with  the  future  Indo-European  line,  and 
through  Bagdad,  Damascus  and  Cairo,  will  link  up 
also  with  the  future  African  system.  Then  there  will 
be  a  through  route  from  our  projected  port  to  Cape- 
town. There  is  no  existing  railway  commanding  such 
a  world  important  position  as  this. 

Regarded  from  the  principle  of  the  "most  urgent 
need  of  the  Nation,"  this  railway  system  becomes  the 
first  in  importance,  for  the  territories  traversed  by  it 
are  larger  than  the  eighteen  provinces  of  China  Proper. 


20  THE  INTERNATIONAL 

Owing  to  the  lack  of  means  of  transportation  and  com- 
munication at  present  these  rich  territories  are  left 
undeveloped  and  millions  of  laborers  in  the  congested 
provinces  along  the  Coast  and  in  the  Yangtze  Valley 
are  without  work.  What  a  great  waste  of  natural  and 
human  energies.  If  there  is  a  railway  connecting  these 
vast  territories,  the  waste  labor  of  the  congested  prov- 
inces can  go  and  develop  these  rich  soils  for  the  good 
not  only  of  China  but  also  of  the  whole  commercial 
world.  So  a  system  of  railways  to  the  northwestern 
part  of  the  country  is  the  most  urgent  need  both 
politically  and  economically  for  China  to-day. 

I  have  intentionally  left  out  the  first  principle — "the 
most  remunerative  field  must  be  selected" — not  because 
I  want  to  neglect  it  but  because  I  mean  to  call  more 
attention  to  it  and  treat  it  more  fully.  It  is  commonly 
known  to  financiers  and  railway  men  that  a  railway  in 
a  densely  populated  country  from  end  to  end  is  the  best 
paying  proposition,  and  a  railway  in  a  thinly  settled 
country  from  end  to  end  is  the  least  paying  one.  And 
a  railway  in  an  almost  unpopulated  country  like  our 
projected  lines  will  take  a  long  time  to  make  it  a  paying 
business.  That  is  why  the  United  States  Government 
had  to  grant  large  tracts  of  public  lands  to  railway 
corporations  to  induce  them  to  build  the  Transcon- 
tinental lines  to  the  Pacific  Coast,  half  a  century  ago. 
Whenever  I  talked  with  foreign  railway  men  and 
financiers  about  the  construction  of  railways  to  Mon- 
golia and  Sinkiang,  they  generally  got  very  shy  of  the 
proposition.     Undoubtedly  they  thought  that  it  is  for 


DEVELOPMENT  OF  CHINA  21 

political  and  military  reasons  only  that  such  a  line 
as  the  Siberian  Railway  was  built,  which  traversed 
through  a  thinly  populated  land.  But  they  could  not 
grasp  the  fact  which  might  be  entirely  new  to  them, 
that  a  railway  between  a  densely  populated  country 
and  a  sparsely  settled  country  will  pay  far  better  than 
one  that  runs  from  end  to  end  in  a  densely  populated 
land.  The  reason  is  that  in  economic  conditions  the 
two  ends  of  a  well  populated  country  are  not  so  dif- 
ferent as  that  between  a  thickly  populated  country  and 
a  newly  opened  country.  At  the  two  ends  of  a  well 
populated  country,  in  many  respects,  the  local  people 
are  self -supplying,  excepting  a  few  special  articles 
which  they  depend  upon  the  other  end  of  the  road  to 
supply.  So  the  demand  and  supply  between  the  two 
places  are  not  very  great,  thus  the  trade  between  the 
two  ends  of  the  railway  could  not  be  very  lucrative. 
While  the  difference  of  the  economic  condition  between 
a  well  populated  country  and  an  unpopulated  country 
is  very  great.  The  workers  of  the  new  land  have  to 
depend  upon  the  supplies  of  the  thickly  populated 
country  almost  in  everything  excepting  foodstuffs  and 
raw  materials  which  they  have  in  abundance  and  for 
disposal  of  which  they  have  to  depend  upon  the  demand 
of  the  well  populated  district.  Thus  the  trade  between 
the  two  ends  of  the  line  will  be  extraordinarily  great. 
Furthermore,  a  railway  in  a  thickly  populated  place 
will  not  affect  much  the  masses  w'hich  consist  of  the 
majority  of  the  population.  It  is  only  the  few  well-to- 
do  and  the  merchants  and  tradesmen  that  make  use  of 


22  THE  INTERNATIONAL 

it.  While  with  a  railway  between  a  thickly  populated 
country  and  a  sparsely  settled  or  unsettled  country,  as 
soon  as  it  is  opened  to  traffic  for  each  mile,  the  masses 
of  the  congested  country  will  use  it  and  rush  into  the 
new  land  in  a  wholesale  manner.  Thus  the  railway  will 
be  employed  to  its  utmost  capacity  in  passenger  traffic 
from  the  beginning.  The  comparison  between  the 
Peking-Hankow  Railway  and  the  Peking-Mukden 
Railway  in  China  is  a  convincing  proof. 

The  Peking-Hankow  Railway  is  a  line  of  over  eight 
hundred  miles  running  from  the  capital  of  the  country 
to  the  commercial  center  in  the  heart  of  China  right 
along  in  an  extraordinarily  densely  settled  country 
from  end  to  end.  While  the  Peking-Mukden  line  is 
barely  six  hundred  miles  in  length  running  from  a 
thickly  populated  country  to  thinly  populated  Manchu- 
ria. The  former  is  a  well  paying  line  but  the  latter 
pays  far  better.  The  net  profit  of  the  shorter  Peking- 
Mukden  Line  is  sometimes  three  to  four  millions  more 
yearly  than  that  of  the  longer  Peking-Hankow  line. 

Therefore,  it  is  logically  clear  that  a  railway  in  a 
thickly  populated  country  is  much  better  than  one  that 
is  in  a  thinly  populated  country  in  remuneration.  But 
a  railway  between  a  very  thickly  populated  and  a  very 
thinly  populated  or  unpopulated  country  is  the  best 
paying  proposition.  This  is  a  law  in  Railway  Econom- 
ics which  hitherto  had  not  been  discovered  by  railway 
men  and  financiers. 

According  to  this  new  railway  economic  law%  our 
projected  railway  will  be  the  best  remunerative  pro- 


DEVELOPMENT  OF  CHINA  23 

ject  of  its  kind.  For  at  the  one  end,  we  have  our 
projected  port  which  acts  as  a  connecting  link  with 
the  thickly  populated  coast  of  China  and  the  Yangtze 
Valley  and  also  the  two  existing  lines,  the  Kingham 
and  the  Tsinpu,  as  feeders  to  the  projected  port  and  the 
Dolon  Nor  line.  And  at  the  other  end,  we  have  a  vast 
and  rich  territory,  larger  than  China  Proper,  to  be 
developed.  There  is  no  such  vast  fertile  field  so  near 
to  a  center  of  a  population  of  four  hundred  millions 
to  be  found  in  any  other  part  of  the  world. 

PART    III 

The  Colonization  of  Mongolia  and  Sinkiang 

The  Colonization  of  Mongolia  and  Sinkiang  is  a 
complement  of  the  Railway  scheme.  Each  is  de- 
pendent upon  the  other  for  its  prosperity.  The  coloniza- 
tion scheme,  besides  benefitting  the  railway,  is  in  itself 
a  greatly  profitable  undertaking.  The  results  of  the 
United  States,  Canada,  Australia,  and  Argentina  are 
ample  proofs  of  this.  In  the  case  of  our  project,  it  is 
simply  a  matter  of  applying  waste  Chinese  labor  and 
foreign  machinery  to  a  fertile  land  for  production  for 
which  its  remuneration  is  sure.  The  present  Coloniza- 
tion of  Manchuria,  notwithstanding  its  topsy  turvy 
way  which  caused  great  waste  of  land  and  human 
energy,  has  been  wonderfully  prosperous.  If  we  would 
adopt  scientific  methods  in  our  colonization  project  we 
could  certainly  obtain  better  results  than  all  the  others. 
Therefore,   I  propose  that  the   whole   movement   be 


24  THE  INTERNATIONAL 

directed  in  a  systematic  way  by  state  organization  with 
the  help  of  foreign  experts  and  war  organizers,  for  the 
good  of  the  colonists  particularly  and  the  nation 
generally. 

The  land  should  be  bought  up  by  the  state  in  order 
to  prevent  the  speculators  from  creating  the  dog-in-the- 
manger  system,  to  the  detriment  of  the  public.  The 
land  should  be  prepared  and  divided  into  farmsteads, 
then  leased  to  colonists  on  perpetual  term.  The  initial 
capital,  seeds,  implements  and  houses  should  be  fur- 
nished by  the  state  at  cost  price  on  cash  or  on  the 
instalment  plan.  For  these  services,  big  organizations 
should  be  formed  and  war  work  measures  should  be 
adopted  in  order  to  transport,  to  feed,  to  clothe  and  to 
house  every  colonist  on  credit  in  his  first  year. 

As  soon  as  a  sufficient  number  of  colonists  is  settled 
in  a  district,  franchise  should  be  i^iven  for  self-govern- 
ment and  the  colonists  should  be  trained  to  manage 
their  own  local  affairs  with  perfect  democratic  spirit. 

If  within  ten  years  we  can  transport,  let  us  say,  ten 
millions  of  the  people,  from  the  congested  provinces 
of  China,  to  the  Northwestern  territory  to  develop  its 
natural  resources,  the  benefit  to  the  commercial  world 
at  large  will  be  enormous.  No  matter  how  big  a  capital 
that  shall  have  been  invested  in  the  project  it  could  be 
repaid  within  a  very  short  time.  So  in  regard  to  its 
bearing  to  *'the  principle  of  remuneration"  there  is  no 
question  about  it. 

Regarded  from  "the  principle  of  the  need  of  the 
Nation"  colonization  is  the  most  urgent  need  of  the 


DEVELOPMENT  OF  CHINA  25 

first  magnitude.  At  present  China  has  more  than  a 
milHon  soldiers  to  be  disbanded.  Besides,  the  dense 
population  will  need  elbow  room  to  move  in.  This 
Colonization  project  is  the  best  thing  for  both  purposes. 
The  soldiers  have  to  be  disbanded  at  great  expense  and 
hundreds  of  millions  of  dollars  may  be  needed  for  dis- 
bandment  alone,  in  paying  them  ofif  with  a  few  months' 
pay.  If  nothing  more  could  be  done  for  these  soldiers' 
welfare,  they  will  either  be  left  to  starve  or  to  rob  for 
a  living.  Then  the  consequences  will  be  unimaginable. 
This  calamity  must  be  prevented  and  prevented  effec- 
tively. The  best  way  for  this  is  the  colonization 
scheme.  I  hope  that  the  friendly  foreign  financiers,  who 
have  the  welfare  of  China  at  heart,  when  requested  to 
float  a  reorganization  loan  for  the  Chinese  Government 
in  the  future,  will  persist  on  the  point — that  the  money 
furnished  must  first  be  used  to  carry  out  the  coloniza- 
tion scheme  for  the  disbanded  soldiers.  Otherwise, 
their  money  will  only  work  disasters  to  China. 

For  the  million  or  more  of  the  soldiers  to  be  dis- 
banded, the  district  between  our  projected  port  and 
Dolon  Nor  is  quite  enough  to  accommodate  them.  This 
district  is  quite  rich  in  mineral  resources  and  is  very 
sparsely  settled.  If  a  railway  is  to  start  at  once  from 
the  projected  port  to  Dolon  Nor  these  soldiers  could  be 
utilized  as  a  pioneer  party  for  the  work  of  the  port, 
of  the  railway,  of  the  developing  of  the  adjacent  land 
beyond  the  Great  Wall,  and  of  preparing  Dolon  Nor 
as  a  jumping  ground  for  further  colonization  develop- 
ment of  the  great  northern  plain. 


26  THE  INTERNATIONAL 

PART    IV 

The  Construction  of  Canals  to  connect  the  Inland 

Waterway   Systems   of   North  and   Central 

China  with  the  Great  Northern  Port 

This  scheme  will  include  the  regulation  of  the 
Hoangho  and  its  branches,  the  Weiho  in  Shensi,  and 
the  Fenho  in  Shansi  and  connecting  canals.  The 
Hoangho  should  be  deepened  at  its  mouth  in  order  to 
give  a  good  drawing  to  clear  its  bed  of  silt  and  carry 
the  same  to  the  sea.  For  this  purpose,  jetties  should 
be  built  far  out  to  the  deep  sea,  as  those  at  the  mouths 
of  the  Mississippi  in  America.  Its  embankments 
should  be  parallel  in  order  to  make  the  width  of  the 
channel  equal  right  along,  so  as  to  give  equal  velocity 
to  the  current  which  will  prevent  the  deposit  of  silt  at 
the  bottom.  By  dams  and  locks,  it  could  be  made 
navigable  right  up  to  Lanchow,  in  the  province  of 
Kansu,  and  at  the  same  time  water  power  could  be 
developed.  The  Weiho  and  the  Fenho  can  also  be 
treated  in  the  same  manner  so  as  to  make  them  navi- 
gable to  a  great  extent  in  the  provinces  of  Shensi  and 
Shansi.  Thus  the  provinces  of  Kansu,  Shensi,  and 
Shansi  can  be  connected  by  waterway  with  our  pro- 
jected port  on  the  Gulf  of  Pechili,  so  that  cheap  car- 
riage can  be  provided  for  the  rich  mineral  and  other 
products  from  these  three  hitherto  secluded  provinces. 

The  expenses  of  regulating  the  Hoangho  may  be 
very  great.     As  a  paying  project,  it  may  not  be  very 


DEVELOPMENT  OF  CHINA  27 

attractive  but  as  a  flood  preventive  measure,  it  is  the 
most  important  task  to  the  whole  nation.  This  river 
has  been  known  as  "China's  Sorrow"  for  thousands  of 
years.  By  its  occasional  overflow  and  bursting  of  its 
embankments,  millions  of  lives  and  billions  of  money 
have  been  destroyed.  It  is  a  constant  source  of  anxiety 
in  the  minds  of  all  China's  statesmen  from  time  im- 
memorial. A  permanent  safeguard  must  be  effected, 
once  for  all,  despite  the  expenses  that  will  be  incurred. 
The  w^hole  nation  must  bear  the  burden  of  its  expenses. 
To  deepen  its  mouth,  to  regulate  its  embankments  and 
to  build  extra  dykes  are  only  half  of  the  work  to 
prevent  flood.  The  entire  reforestation  of  its  water- 
shed to  prevent  the  washing  off  of  loess  is  another  half 
of  the  work  in  the  prevention  of  flood. 

The  Grand  Canal,  the  former  Great  Waterway  of 
China  between  the  North  and  the  South  for  centuries, 
and  now  being  reconstructed  in  certain  sections,  should 
be  wholly  reconstructed  from  end  to  end,  in  order  to 
restore  the  inland  waterway  traffic  from  the  Yangtze 
Valley  to  the  North.  The  reconstruction  of  this  canal 
will  be  a  great  remunerative  concern  for  it  runs  right 
along  from  Tientsin  to  Hangchow  in  an  extremely 
rich  and  populous  country. 

Another  new  canal  should  be  constructed  from  our 
projected  port  to  Tientsin  to  link  up  all  the  inland 
waterw^ay  systems  to  the  new  port.  This  new  canal 
should  be  built  extra  wide  and  deep,  let  us  say,  similar 
to  the  present  size  of  the  Peiho,  for  the  use  of  the 
coasting  and  shallow-draft  vessels  which  the  Peiho 


28  THE  INTERNATIONAL 

now  accommodates  for  other  than  the  winter  seasons. 
The  banks  of  this  canal  should  be  prepared  for  factory 
sites  so  as  to  enable  it  to  pay  not  only  by  its  traffic  but 
also  from  the  land  on  both  sides  of  its  banks. 

As  for  planning  and  estimating  these  river  and  canal 
works,  the  assistance  of  technical  experts  must  be 
solicited. 

PART     V 

The  Development  of  the  Iron  and  Coal  Fields  in 

Chili  and  Shansi,  and  the  Construction 

of  Iron  and  Steel  Works 

Since  we  have  in  hand  in  this  program  the  work  of 
the  construction  of  the  Great  Northern  Port,  the  work 
of  the  building  of  a  system  of  railways  from  the  Great 
Northern  Port  to  the  North  Western  Extremity  of 
China,  the  work  of  the  Colonization  of  Mongolia  and 
Sinkiang,  and  the  work  of  the  construction  of  canals 
and  improvement  of  rivers  to  connect  with  the  Great 
Northern  Port,  the  demand  for  materials  will  be  very 
great.  As  the  iron  and  coal  resources  of  every  indus- 
trial country  are  decreasing  rapidly  every  year,  and  as 
all  of  them  are  contemplating  the  conservation  of  their 
natural  resources  for  the  use  of  future  generations, 
if  all  the  materials  for  the  great  development  of  China 
were  to  be  drawn  from  them,  the  draining  of  the 
natural  resources  of  those  countries  will  be  detri- 
mental for  their  future  generations.  Besides,  the 
present    need    of    the    post-bellum    reconstruction    of 


DEVELOPMENT  OF  CHINA  29 

Europe  has  already  absorbed  all  the  iron  and  coal  that 
the  industrial  world  could  supply.  Therefore,  new 
resources  must  be  opened  up  to  meet  the  extraordinary 
demand  of  the  development  of  China. 

The  unlimited  iron  and  coal  fields  of  Shansi  and 
Chili  should  be  developed  on  a  large  scale.  Let  us  say 
a  capital  of  from  five  hundred  to  a  thousand  million 
dollars  Mex.  should  be  invested  in  this  project.  For 
as  soon  as  the  general  development  of  China  is  started 
we  would  have  created  a  vast  market  for  iron  and  steel 
which  the  present  industrial  world  will  be  unable  to 
supply.  Think  of  our  railway  construction,  city  build- 
ing, harbor  works,  and  various  kinds  of  machineries 
and  implements  that  will  be  needed !  In  fact,  the 
development  of  China  means  the  creation  of  a  new 
need  of  various  kinds  of  goods,  for  which,  we  must 
undertake  to  create  the  supply  also,  by  utilizing  the  raw 
materials  near  by.  Thus  a  great  iron  and  steel  works 
is  an  urgent  necessity  as  well  as  a  greatly  profitable 
project. 

In  this  First  Program,  we  have  followed  the  four 
principles  set  forth  at  the  outset  pretty  closely.  As 
needs  create  new  needs  and  profits  promote  more 
profits,  so  our  first  program  will  be  the  forerunner  of 
the  other  great  developments,  which  we  will  deal  with 
shortly. 


PROGRAM  II 

As  the  Great  Northern  Port  is  the  center  of  our  first 
program,  so  the  Great  Eastern  Port  will  be  the  center 
of  our  second  program.  I  shall  formulate  this 
program  as  follows : 

I.     The  Great  Eastern  Port. 

II.     The  regulating  of  the  Yangtze  Channel  and 
embankments. 

III.  The  Construction  of  River  Ports. 

IV.  The  Improvement  of  Existing  Waterways  and 

Canals  in  connection  with  the  Yangtze. 
V.     The  Establishment  of  large  Cement  Works. 


PART    I 
The  Great  Eastern  Port 

Although  Shanghai  is  already  the  largest  port  in  all 
China,  as  it  stands  it  will  not  meet  the  future  needs  and 
demands  of  a  world  harbor.  Therefore  there  is  a  move- 
ment at  present  among  the  foreign  merchants  in  China 
to  construct  a  world  port  in  Shanghai.  Several  plans 
have  been  proposed  such  as  to  improve  the  existing 
arrangement,  to  build  a  wet  dock  by  closing  the  Whang- 

30 


DEVELOPMENT  OF  CHINA  31 

poo,  to  construct  a  closed  harbor  on  the  right  bank  of 
the  Yangtze  outside  of  Whangpoo,  and  to  excavate  a 
new  basin  just  east  of  Shanghai  with  a  shipping  canal 
to  Hangchow  Bay.  It  is  estimated  that  a  cost  of  over 
one  hundred  million  dollars  Mex.  must  be  spent  before 
Shanghai  can  be  made  a  first-class  port. 

According  to  the  four  principles  I  set  forth  in  Pro- 
gram I,  Shanghai  as  a  world  port  for  Eastern  China  is 
not  in  an  ideal  position.  The  best  position  for  a  port 
of  that  kind  is  at  a  point  just  south  of  Chapu  on  the 
Hangchow  Bay.  This  locality  is  far  superior  to 
Shanghai  as  an  eastern  port  for  China  from  the  stand- 
point of  our  four  principles  as  set  forth  in  our  first 
program.  Henceforth,  in  our  course  of  discussion, 
we  shall  call  this  the  ''Projected  Port"  so  as  to  distin- 
guish it  from  Shanghai,  the  existing  port  of  Eastern 
China. 

The  Projected  Port 

The  "Projected  Port"  will  be  on  the  Bay  which  lies 
between  the  Chapu  and  the  Kanpu  promontories,  a 
distance  of  about  fifteen  miles.  A  new  sea  wall  should 
be  built  from  one  promontory  to  the  other  and  a  gap 
should  be  left  at  the  Chapu  end,  a  few  hundred  feet 
from  the  hill  as  an  entrance  to  the  harbor.  The  sea 
wall  should  be  divided  into  five  sections  of  three  miles 
each.  For  the  present,  one  section  of  three  miles  in 
length  and  one  and  a  half  miles  in  width  should  be 
built  and  a  harbor  of  three  or  more  square  miles  so 
formed  would  be  sufficient.    With  the  growth  of  com- 


32  THE  INTERNATIONAL 

merce  one  section  after  another  could  be  added  to  meet 
the  needs.  The  front  sea  wall  should  be  built  of  stone 
or  concrete,  while  the  transverse  wall  between  the  sea 
wall  and  the  land  side  should  be  built  of  sand  and  bush 
mattress  as  a  temporary  structure  to  be  removed  in 
case  of  the  extension  of  the  harbor.  Once  a  harbor  is 
formed  there  need  be  no  trouble  regarding  the  future 
conservancy  work,  for  there  is  no  silt-carrying  water  in 
the  vicinity  by  which  the  harbor  and  its  approaches 
may  be  silted  up  afterwards.  The  entrance  of  our 
harbor  is  in  the  deepest  part  of  the  Hangchow  Bay, 
and  from  the  entrance  to  the  open  sea  there  is  an 
average  depth  of  six  to  seven  fathoms  at  low  water. 
The  largest  ocean  liner  could  therefore  come  into  port 
at  any  hour.  Thus  as  a  first-class  seaport  in  Central 
China  our  Projected  Port  is  superior  to  Shanghai. 
See  Map  III. 

From  the  viewpoint  of  the  principle  of  the  line  of 
least  resistance,  our  Projected  Port  will  be  on  new 
land  which  will  offer  absolute  freedom  for  city  planning 
and  industrial  development.  All  public  utilities  and 
transportation  plants  can  be  constructed  according  to 
the  most  up-to-date  methods.  This  point  alone  is  an 
important  factor  for  a  future  city  like  ours  which  in 
time  is  bound  to  grow  as  large  as  New  York  City. 
If  one  hundred  years  ago  human  foresight  could  have 
foreseen  the  present  size  and  population  of  New  York, 
much  of  the  labor  and  money  spent  could  have  been 
saved  and  blunders  due  to  shortsightedness  avoided  in 
meeting  conditions  of  the  ever  growing  population  and 


~cs\        ^  q;  ■  o  v..  y 

'/% X  7 

Projected, 
ertdt  Eastern  Hart)or 
ivt  sections) 


^'> 


*K 


Hang  Chow  Bay 
1%  V^  ^ 


^^^"""V^a^e:^ 


C/»J«nTan5i  Estuar/ 
o    \\.    "fe  ^ 


.-^' 


,."•'  ,„••<"''"  '''"'^-•i.„,Htn,-t,miii'"'" 

// 

y^    Mud  Flat 


// 


DEVELOPMENT  OF  CHINA  33 

commerce  of  that  city.  With  this  in  view  a  great 
Eastern  Port  in  China  should  be  started  on  new 
ground  to  insure  room  for  growth  proportionate  to 
its  needs. 

Moreover,  all  the  natural  advantages  \vhich  Shang- 
hai possesses  as  a  central  mart  and  Yangtze  Port  in 
Eastern  China  are  also  possessed  by  our  Projected 
Port.  Furthermore,  our  Projected  Port  in  comparison 
with  Shanghai  is  of  shorter  distance,  by  rail  com- 
munication, to  all  the  large  cities  south  of  the  Yangtze. 
And  if  the  existing  waterway  between  this  part  of  the 
country  and  Wuhu  were  improved  then  the  water  com- 
munication with  the  upper  Yangtze  would  also  be 
shorter  from  our  Projected  Port  than  from  Shanghai. 
And  all  the  artificial  advantages  possessed  by  Shang- 
hai as  a  large  city  and  a  commercial  center  in  this 
part  of  China  can  be  easily  attained  by  our  Projected 
Port  within  a  short  time. 

Comparing  Shanghai  with  our  Projected  Port  from 
a  remunerative  point  of  view  in  our  development 
scheme,  the  former  is  much  inferior  in  position  to  the 
latter,  for  valuable  lands  have  to  be  bought  and  costly 
plants  and  existing  arrangements  have  to  be  scrapped 
the  cost  of  which  alone  is  enough  to  construct  a  fine 
harbor  on  our  projected  site.  Therefore,  it  is  highly 
advisable  to  construct  another  first-class  port  for 
Eastern  China  like  the  one  I  here  propose,  leaving 
Shanghai  to  be  an  inland  mart  and  manufacturing  cen- 
ter as  Manchester  is  in  relation  to  Liverpool,  Osaka 
to  Kobe,  and  Tokyo  to  Yokohama. 


34  THE  INTERNATIONAL 

Our  Projected  Port  will  be  a  highly  remunerative 
proposition  for  the  cost  of  construction  will  be  many 
times  cheaper  than  Shanghai  and  the  work  simpler. 
The  land  between  Chapu  and  Kanpu  and  farther  on 
will  not  cost  more  than  fifty  to  one  hundred  dollars  a 
mow.  The  State  should  take  up  a  few  hundred  square 
miles  of  land  in  this  neighborhood  for  the  scheme  of 
our  future  city  development.  Let  us  say  two  hundred 
square  miles  of  land  at  the  price  of  one  hundred  dollars 
a  mow  be  taken  up.  As  six  mows  make  an  acre  and 
six  hundred  and  forty  acres  a  square  mile,  two  hundred 
square  miles  would  cost  76,000,000  dollars  Mex.  An 
enormous  sum  for  a  project  indeed!  But  the  land 
could  be  fixed  at  the  present  price  and  the  State  could 
buy  only  that  part  of  land  which  will  immediately  be 
taken  up  and  used.  The  other  part  of  the  land  would 
remain  as  State  land  unpaid  for  and  left  to  the  original 
owners'  use  without  the  right  to  sell.  Thus  the  State 
only  takes  up  as  much  land  as  it  could  use  in  the  devel- 
opment scheme  at  a  fixed  price  which  remains  per- 
manent. The  payment  then  would  be  gradual.  The 
State  could  pay  for  the  land  from  its  unearned  incre- 
ment afterwards.  So  that  only  the  first  allotment  of 
land  has  to  be  paid  for  from  the  capital  fund ;  the  rest 
will  be  paid  for  by  its  own  future  value.  After  the  first 
section  of  the  harbor  is  completed  and  the  port  de- 
veloped, the  price  of  land  then  would  be  bound  to  rise 
rapidly,  and  within  ten  years  the  land  value  within  the 
city  limits  would  rise  to  various  grades  from  a  thousand 
to  a  hundred  thousand  dollars  per  mow.     Thus  the 


DEVELOPMENT  OF  CHINA  35 

land  itself  would  be  a  source  of  profit.  Besides  there 
would  also  be  the  profit  from  the  scheme  itself,  i.e.,  the 
harbor  and  the  city.  Because  of  its  commanding  posi- 
tion, the  harbor  has  every  possibility  of  becoming  a 
city  equal  to  New  York.  It  would  probably  be  the  only 
deep-water  seaport  for  the  Yangtze  Valley  and  beyond, 
an  area  peopled  by  two  hundred  million  inhabitants, 
twice  the  population  of  the  whole  United  States.  The 
rate  of  growth  of  such  a  city  would  be  in  proportion 
to  the  rate  of  progress  of  the  working  out  of  the  de- 
velopment scheme.  If  war  work  methods,  that  is, 
gigantic  planning  and  efficient  organization,  were  ap- 
plied to  the  construction  of  the  harbor  and  city,  then 
an  Oriental  New  York  City  would  spring  up  in  a  very 
short  time. 

Shanghai  as  the  Great  Eastern  Port 

If  only  to  provide  a  deep-water  harbor  for  the  future 
commerce  in  this  part  of  China  is  our  object  then 
there  is  no  question  about  the  choice  between  Shanghai 
and  our  Projected  Port.  From  every  point  of  view 
Shanghai  is  doomed.  However,  in  our  scheme  of  de- 
velopment of  China,  Shanghai  has  certain  claims  for 
our  consideration  which  may  prove  its  salvation  as  an 
important  city.  The  curse  of  Shanghai  as  a  world 
port  for  future  commerce  is  the  silt  of  the  Yangtze 
which  fills  up  all  its  approaches  rapidly  every  year. 
This  silt,  according  to  the  estimation  of  Mr.  Von 
Heidenstam,  Engineer-in-chief  of  the  Whangpoo  Con- 


36  THE  INTERNATIONAL 

servancy  Board,  is  a  hundred  million  tons  a  year  and  is 
sufficient  to  cover  an  area  of  forty  square  miles  ten 
feet  deep.  So  before  Shanghai  can  be  considered  ever 
likely  to  become  a  world  port  this  silt  problem  must 
first  be  solved.  Fortunately,  in  our  program,  we  have 
the  regulation  of  the  Yangtze  Channels  and  Embank- 
ments, which  will  cooperate  in  solving  the  problem  of 
Shanghai.  Thus  with  this  scheme  in  mind  we  might 
just  as  well  consider  that  the  silt  question  of  Shanghai 
has  been  solved  and  let  us  go  ahead,  while  leaving  the 
regulation  of  the  Yangtze  Estuary  to  the  next  part,  to 
deal  with  the  improvement  of  the  Shanghai  Harbor. 

There  are  many  plans  proposed  by  experts  for  im- 
proving the  Shanghai  Harbor  as  stated  before,  and 
some  of  them  will  necessitate  the  scrapping  of  all  the 
work  which  has  been  done  by  the  Whangpoo  Con- 
servancy Board  for  the  last  twelve  years,  at  the  cost 
of  eleven  million  taels.  Here  I  wish  to  present  a 
layman's  plan  for  the  consideration  of  specialists  and 
the  public. 

My  project  for  the  construction  of  a  world  harbor 
in  Shanghai  is  to  leave  the  existing  arrangement  intact 
from  the  mouth  of  the  Whangpoo  to  the  junction  of 
Kao  Chiao  Creek  above  Gough  Island.  Thus  all  the 
work  hitherto  done  by  the  Whangpoo  Conservancy 
Board  for  the  last  twelve  years  will  be  saved.  The 
plan  is  to  cut  a  new  canal  from  the  junction  of  Kao 
Chiao  Creek  right  into  Pootung  to  prolong  that  part 
of  the  channel  which  has  been  completed  by  the  Con- 
servancy Work,  and  to  enlarge  the  curve  along  the 


DEVELOPMENT  OF  CHINA  37 

right  side  of  the  Whangpoo  River  and  join  it  again, 
at  the  second  turn  above  Lunghwa  Railway  Junction, 
so  as  to  make  the  river  from  that  point  to  a  point  oppo- 
site Yangtzepoo  Point  almost  in  a  straight  line  and 
thence  a  gentle  curve  toWoosung.  This  new  canal  would 
encircle  nearly  thirty  square  miles  of  land  which  would 
form  the  civic  center  and  the  New  Bund  of  our  future 
Shanghai.  Of  course  the  present  crooked  Whangpoo 
right  in  front  of  Shanghai  would  have  to  be  filled  up 
to  form  boulevards  and  business  lots.  It  goes  without 
saying  that  the  reclaimed  lots  from  the  Whangpoo 
would  become  State  property  and  the  land  between  this 
and  the  new  river  and  beyond  should  be  taken  up  by 
the  State  and  put  at  the  disposal  of  the  International 
Development  Organization.  Thus  it  may  be  possible 
for  Shanghai  to  compete  with  our  Projected  Port 
economically  in  its  construction  and  therefore  to  attract 
foreign  capital,  to  the  improvement  of  Shanghai  as  a 
future  w^orld  port.     See  Map  IV. 

Below  Yangtzepoo  Point  I  propose  to  build  a  wet 
dock.  This  dock  should  be  laid  between  the  left  bank 
of  the  present  Whangpoo,  from  Yangtzepoo  Point  to 
the  turn  above  Gough  Island  and  the  left  bank  of  the 
new  river.  The  space  of  the  dock  should  be  about  six 
square  miles.  A  lock  entrance  is  to  be  constructed  at 
the  point  above  Gough  Island.  The  wet  dock  should 
be  forty  feet  deep  and  the  new  river  can  also  be  made 
the  same  depth  by  flushing  with  the  water,  not  as  pro- 
posed by  experts,  from  a  lock  canal  between  the 
Yangtze  and  the  Taihu,  at  Kiangyin,  but  from  our  im- 


38  THE  INTERNATIONAL 

proved  waterway  between  this  part  of  the  country  and 
Wuhu  so  that  a  much  stronger  current  could  be  ob- 
tained. 

As  we  see  that  the  present  Whangpoo  has  to  be  re- 
claimed from  the  second  turn  above  Lunghwa  Railway 
Junction  to  Yangtzepoo  Point  for  city  planning,  then 
the  question  of  how  to  dispose  of  the  Soochow  Creek 
must  be  answered.  I  propose  that  this  stream  should 
be  led  alongside  the  right  bank  of  the  future  defunct 
river  and  straight  on  to  the  upper  end  of  the  wet  dock, 
thence  joining  the  new  canal.  At  the  point  of  contact 
of  the  Creek  and  the  wet  dock  a  lock  entrance  may 
be  provided  in  order  to  facilitate  water  traffic  from 
Soochow  as  well  as  the  inland  water  system  directly 
with  the  wet  dock. 

As  the  first  principle  in  our  program  was  remunera- 
tion, all  our  plans  must  strictly  follow  this  principle. 
To  create  Pootung  Point,  therefore,  as  a  civic  center 
and  to  build  a  new  Bund  farther  on  along  the  left  bank 
of  the  new  canal  in  order  to  increase  the  value  of  the 
new  land  which  would  result  from  this  scheme  must 
be  kept  in  mind.  Only  by  so  doing  would  the  construc- 
tion of  Shanghai  as  a  deep  harbor  be  worth  while.  And 
only  by  creating  some  new  and  valuable  property  in  this 
fore-doomed  port  could  Shanghai  be  saved  from 
the  competition  of  our  Projected  Port.  After  all,  the 
most  important  factor  for  the  salvation  of  Shanghai 
is  the  solution  of  the  silt  question  of  the  Yangtze 
Estuaries.  Now  let  us  see  what  effect  and  bearing  the 
regulating  of  the  Yangtze  Channel  and  Embankments 


DEVELOPMENT  OF  CHINA  39 

have  upon  the  question,  and  this  we  are  going  to  deal 
with  in  the  next  part. 

PART  II 
The  Regulating  of  the  Yangtze  River 

The  regulating  of  the  Yangtze  River  may  be  divided 
as  follows : 

a.  From  the  deep-water  line  of  the  sea  to  Whangpoo 

Junction. 

b.  From  Whangpoo  Junction  to  Kiangyin. 

c.  From  Kiang>'in  to  Wuhu. 

d.  From  Wuhu  to  Tungliu. 

e.  From  Tungliu  to  Wusueh. 

f .  From  Wusueh  to  Hankow. 

a.    Regulating  of  the  Estuary  from  Deep-water  Line 
Up  to  the  Junction  of  Whangpoo 

It  is  a  natural  law  that  the  obstruction  to  navigation 
in  all  rivers  is  begun  at  their  mouths,  therefore  the 
improvement  of  any  river  for  navigation  must  start 
from  the  estuary.  The  Yangtze  River  is  no  exception 
to  this  rule,  therefore  to  regulate  the  Yangtze,  we  must 
begin  by  dealing  with  its  estuaries. 

The  Yangtze  has  three  estuaries,  namely :  The  North 
Branch  lying  between  the  left  bank  and  the  Island  of 
Tsungming,  the  North  Channel  lying  between  the 
Tsungming  Island  and  the  Tungsha  Banks  and  the 
South  Channel  lying  between  the  Tungsha  Banks  and 


4©  THE  INTERNATIONAL 

the  right  bank.  Henceforth  for  the  sake  of  conven- 
ience I  shall  call  them  the  North,  Middle,  and  South 
Channels. 

The  silting  up  of  a  river's  mouth  is  due  to  the  loss  of 
velocity  in  its  current  when  the  water  gets  into  the 
wide  opening  at  its  junction  with  the  sea  and  causes  the 
silt  to  deposit  there.  The  remedy  is  to  maintain  the 
velocity  of  the  current  by  narrowing  the  mouth  of  the 
river  so  that  it  equals  that  of  the  upper  part.  In  this 
way  the  silt  is  suspended  in  the  water  moving  on  into 
the  deep  sea.  The  narrowing  process  may  be  accom- 
plished by  walls  or  training  jetties.  And  thus  the  silt 
may  be  carried  by  the  water  into  the  deepest  part  of  the 
open  sea  and  before  it  settles  down  upon  the  bottom 
a  returning  tide  will  carry  it  from  the  approach  into  the 
shallow  parts  on  both  sides  of  the  river's  mouth.  The 
mouth  of  a  river  can  be  kept  clear  from  deposit  of  silt 
by  the  action  and  reaction  of  the  ebb  and  flow  tide. 
The  conservancy  of  an  estuary  of  any  river  is  accom- 
plished by  utilizing  these  natural  forces. 

In  order  to  regulate  the  estuary  of  the  Yangtze  we 
have  to  study  the  three  channels  which  form  its  mouth 
and  to  find  out  which  of  these  channels  is  to  be  selected 
as  the  regulated  entrance  into  the  sea.  In  Mr.  Von 
Heidenstam's  proposal  for  the  improvement  of  the  ap- 
proach of  Shanghai  Harbor,  he  recommends  two  alter- 
natives, viz.,  either  to  block  up  the  North  and  Middle 
Channels  and  to  leave  the  South  Channel  only  for  the 
mouth  of  the  Yangtze,  or  to  train  the  South  Channel 
only  and  leave  the  other  two  alone.    For  the  present,  he 


DEVELOPMENT  OF  CHINA  41 

thinks,  perhaps  for  the  sake  of  economy,  the  latter 
scheme  would  be  enough.  But  the  training  of  the  South 
Channel  alone  as  the  approach  to  Shanghai  would  leave 
it  in  a  state  of  perpetual  anxiety  as  has  been  appre- 
hended by  Mr.  Von  Heidenstam  and  other  experts,  for 
the  main  volume  of  the  water  of  the  Yangtze  may  be 
diverted  into  either  of  the  other  two  channels  and  leave 
the  Southern  one  to  be  silted  up  at  any  time.  There- 
fore to  make  the  approach  of  Shanghai  once  for  all 
safe  and  permanent,  it  is  necessary  to  block  up  two  of 
the  three  channels,  leaving  only  one  as  an  approach  to 
the  port.  This  is  also  the  only  feasible  way  of  regu- 
lating the  estuary  of  the  Yangtze. 

In  our  scheme  of  regulating  the  Yangtze  Estuary  I 
should  recommend  using  the  North  Channel  only  and 
to  block  the  other  two.  Because  the  North  Channel 
is  the  shortest  way  to  the  deep-sea  line  and  by  using  it 
as  the  only  mouth  of  the  Yangtze,  we  have  on  both 
sides  of  it  more  shallow  banks  to  be  reclaimed  by  its 
silt.  Thus  the  expenditure  would  be  less  and  the  re- 
sults greater.  But  this  would  leave  Shanghai  in  the 
lurch.  Therefore  in  a  cooperative  scheme  like  this  I 
would  apply  the  theory  of  killing  two  birds  with  one 
stone  by  using  the  Middle  Channel,  since  it  would  suit 
both  of  our  purposes.  The  reason  for  this  is  because 
the  regulating  of  the  Yangtze  Estuary  and  the  securing 
of  a  Shanghai  approach  have  different  purposes,  hence 
we  must  consider  them  differently. 

In  my  project  of  regulating  the  Yangtze  Estuary  I 
have  two  aims,  namely,  to  secure  a  deep  channel  to  the 


42  THE  INTERNATIONAL 

open  sea  and  to  save  as  much  silt  as  possible  for  the 
purpose  of  reclamation  of  land.  The  Middle  Channel 
provides  three  ready  receptacles  for  the  deposit  of  the 
silt  for  the  formation  of  new  land:  the  Haimen,  the 
Tsungming,  and  the  Tungsha  Banks.  Besides  these 
banks  there  are  many  hundreds  of  square  miles  of  shal- 
low bottom  which  in  the  course  of  ten  or  twenty  years 
will  also  form  land.  As  remuneration  is  our  first  prin- 
ciple we  must  consider  it  in  every  step  of  our  progress. 
The  reclamation  of  about  a  thousand  square  miles  of 
land  even  in  forty  not  to  say  twenty  years  would  be 
ample  profit.  At  the  lowest  estimate  the  reclaimed  land 
would  be  worth  twenty  dollars  per  mow.  If  after  ten 
years  five  hundred  square  miles  would  be  ready  for  cul- 
tivation purposes  then  we  would  gain  a  profit  of 
38,000,000  dollars.  Whereas  to  make  an  approach  by 
the  South  Channel  the  receptacle  ground  will  be  on 
one  side  only,  that  is,  the  Tungsha  Banks,  while  on  the 
right  of  the  approach  is  the  deep  Hangchow  Bay  which 
would  take  hundreds  of  years  to  fill  up,  and  in  the 
meanwhile  half  of  the  silt  would  be  wasted.  To  Shang- 
hai as  a  seaport  the  silt  is  a  curse  but  to  the  shallow 
banks  the  silt  would  be  a  blessing. 

Since  it  is  a  profitable  undertaking  to  reclaim  the 
above  mentioned  banks  and  the  neighboring  shallows, 
we  can  quite  well  afford  to  build  a  double  stone  wall 
from  the  shore  end  of  the  Yangtze  right  out  into  the 
deep  sea  far  beyond  Shaweishan  Island  which  is  a 
distance  of  about  forty  miles.  A  stone  wall  from  one 
fathom  to  five  fathoms  in  height  at  low-water  level 


DEVELOPMENT  OF  CHINA  43 

would  likely  not  exceed  an  average  cost  of  two  hundred 
thousand  dollars  a  mile  as  cheap  stone  can  easily  be 
obtained  from  the  granite  islands  nearby,  in  the  Chusan 
Archipelago.  A  wall  of  forty  miles  on  each  side  that 
is  eighty  miles  in  all  will  cost  sixteen  million  dollars 
or  thereabouts.  And  considering  that  200  or  300  square 
miles  of  Haimen,  Tsungming,  and  the  Tungsha  banks 
could  be  converted  into  arable  land  within  a  short  time, 
the  expense  of  building  the  wall  is  well  justified.  Fur- 
thermore, the  construction  of  this  wall  means  that  there 
will  be  a  safe  and  permanent  approach  for  a  world 
port  in  Shanghai  as  well  as  a  deep  outlet  for  the  Yang- 
tse.    See  Map  V. 

The  regulating  wall  on  the  right  side  should  be  built 
from  the  junction  of  the  Whangpoo  by  prolongation 
of  its  right  jetty  describing  a  gentle  curve  into  the 
depths  of  the  South  Channel  and  turning  toward  the 
opposite  side  and  cutting  through  the  Blockhouse 
Island  into  the  Middle  Channel,  then  running  east- 
ward right  into  the  five- fathom  line  southeast  of 
Shaweishan  Island.  The  left  wall  would  be  a  continu- 
ation from  that  of  Tsungming  at  Tsungpaosha  Island 
parallel  with  the  right  wall  by  a  distance  of  about  two 
miles.  This  wall  should  curve  to  a  point  at  or  near 
Drinkwater  Point  at  Tsungming  Island,  then  project 
into  the  five-fathom  line  at  the  open  sea  passing  by 
just  at  the  south  side  of  the  Shaweishan  Island.  A 
glance  at  the  map  here  attached  would  be  sufficient  to 
show  how  the  future  outlet  of  the  Yangtze  as  well  as 
the  future  approach  of  Shanghai  should  be.    The  two 


44  THE  INTERNATIONAL 

regulating  submerged  walls  on  both  sides  would  be  as 
high  as  low-water  level  so  as  to  give  a  free  passage  of 
the  water  over  the  top  at  flood  tide.  This  will  serve 
the  purpose  of  carrying  back  the  silt  from  the  sea  when 
the  tide  comes  in,  thus  to  reclaim  the  shallow  spaces 
inclosed  behind  the  walls  on  both  sides  of  the  river 
more  quickly  than  otherwise.  The  new  channel  formed 
by  these  two  parallel  walls  would  likely  be  deeper  than 
the  present  South  Channel  outside  the  Whangpoo, 
which  is  forty  to  fifty  feet  deep  because  the  velocity  of 
the  current  will  be  greater  than  the  present  one,  due  to 
the  concentration  of  three  channels  into  one.  Further- 
more, the  depth  would  be  more  uniform  and  stable  than 
at  present.  Although  the  regulating  walls  end  at  the 
five-fathom  line,  the  momentum  of  the  current  would 
continue  beyond  that  point,  and  so  would  cut  into  the 
deep  water  outside.  This  would  serve  the  double  pur- 
pose of  draining  the  Yangtze  Estuary  as  well  as  keep- 
ing open  the  approach  to  Shanghai. 

b.    From  Whangpoo  Junction  to  Kiangyin 

This  part  of  the  channel  of  the  Yangtze  River  is  most 
irregular  and  changeable.  The  widest  part  is  over  ten 
miles  while  the  Kiangyin  Narrow  is  only  but  three- 
quarters  of  a  mile.  The  depth  of  the  channel  at  the 
open  part  is  from  five  to  ten  fathoms  while  that  of 
Kiangyin  Narrow  is  twenty  fathoms.  Judging  by  the 
depth  of  the  water  at  this  point  a  width  of  one  and  a 
half  miles  must  be  provided  for  the  channel  in  order  to 


I     'r=li   xs/;      /    s 
J  fl»  13:    1 


;* 


■  iwr- 

.A.....' 


DEVELOPMENT  OF  CHINA  45 

slow  down  the  current  and  to  give  a  uniform  velocity 
right  along  the  river.  So  the  two-mile  wide  channel 
at  Whangpoo  Junction  has  to  be  tabulated  injto  one 
mile  and  a  half  at  Kiangyin.    See  Map  VI. 

The  north  or  left  embankment  commencing  at 
Tsungpao  Sha  continues  with  the  sea  wall  and  makes  a 
convex  curve  up  to  Tsungming  Island  at  a  point  about 
six  miles  northwest  from  Tsungming  city.  Then  it 
follows  along  the  shore  of  Tsungming  right  up  to  Ma- 
son Point  and  transversing  across  the  north  channel 
parallel  to  the  north  shore  at  a  distance  of  three  or  four 
miles  right  up  to  Kinshan  Point,  thence  it  cuts  across 
the  deep  channel  which  was  formed  in  recent  years  and 
curves  south  west  ward  to  join  the  shore  northeast  of 
Tsingkiang  and  follows  the  shore  line  for  a  distance  of 
about  seven  or  eight  miles,  then  cuts  into  the  land  side 
to  give  this  part  of  the  river  a  width  of  one  and  a  half 
miles  from  the  fort  at  the  Kiangyin  side.  This  em- 
bankment from  Tsungpao  Sha  to  Tsingkiang  Point 
opposite  Kiang}^'in  fort  is  about  one  hundred  miles  in 
length. 

South  of  Tsungming  Island  a  part  of  this  embank- 
ment and  a  part  of  the  wall  that  projects  into  the  sea 
together  inclose  a  shallow  space  of  about  160  square 
miles  good  for  reclamation  purposes.  The  other  part 
of  the  embankment,  which  runs  from  Mason  Point  at 
the  head  of  Tsungming  Island  to  Tsingkiang  shore, 
incloses  another  space  of  about  130  square  miles. 

The  right  embankment  starts  at  the  end  of  the  left 
jetty  of  Whangpoo  Junction  and,  skirting  along  the 


46  THE  INTERNATIONAL 

Paoshan  shore  and  passing  the  Blonde  Shoal  into  the 
deep,  crosses  the  Confucius  Channel  on  into  Actaon 
Shoal  and  follows  the  right  side  of  Harvey  Channel  on 
to  Plover  Point.  Then  it  turns  northwest  across  the 
deep  channel  into  Langshan  Flats,  thence  recrosses  the 
deep  channel  at  Langshan  crossing  into  Johnson  Flats, 
then  joins  the  Pitman  King  Island,  and  thence  skirts 
along  the  shore  right  into  the  foot  of  the  hills  at  Kiang- 
yin  forts.  This  embankment  incloses  two  shallow 
spaces :  one  above  and  the  other  below  Plover  Point, 
together  about  i6o  square  miles.  Alongside  of  both 
of  these  embankments  there  are  shallow  spaces  amount- 
ing to  about  450  square  miles,  a  great  part  of  which 
having  already  formed  land  and  a  part  already  appear- 
ing in  low  water.  When  these  spaces  are  cut  off  from 
the  moving  current  the  process  of  reclamation  would 
be  made  to  work  more  rapidly  so  it  is  not  extravagant 
to  hope  that  within  the  course  of  twenty  years  the 
whole  of  these  450  square  miles  would  be  completely 
reclaimed  and  ready  for  cultivation.  The  profits  from 
the  new  lands  thus  reclaimed  would  amount  to  about 
$29,760,000  if  only  taken  at  $20  per  mow.  The  profits 
from  the  new  lands  would  be  netted  from  the  beginning 
of  the  work  and  would  increase  every  year  up  to  the 
completion  of  the  reclamation  process. 

With  a  profit  of  $30,000,000  in  the  course  of  twenty 
years  before  us,  it  is  a  worth-while  proposition  to  take 
up.  Now  let  us  see  what  amount  of  capital  should  be 
invested  before  the  whole  project  of  our  reclamation 
work  could  be  completed.    In  order  to  reclaim  this  450 


DEVELOPMENT  OF  CHINA  47 

square  miles  of  land  two  hundred  miles  of  embank- 
ments have  to  be  built.  Part  of  these  projected  em- 
bankments will  be  along  the  shore  line,  a  greater  part 
will  be  in  midstream,  and  a  small  part  in  deep  channel. 
Those  along  the  shore  line  need  not  be  bothered  with 
except  that  the  concave  surface  must  be  protected  with 
stone  or  concrete  work.  Those  in  midstream  should 
be  filled  up  with  stone  ten  feet  or  less  below  low-water 
level  just  enough  to  give  a  resistance  to  the  under- 
current in  order  to  prevent  it  from  running  sideward. 
Thus  the  main  current  would  follow  the  line  of  least 
resistance  and  cut  the  channel,  as  directed  by  the  rudi- 
mental  embankment,  by  its  own  force.  This  rudimental 
embankment  would  cost  less  than  the  sea  wall  which 
I  estimated  at  $200,000  per  mile.  Except  at  one 
point,  that  is,  the  junction  of  the  North  Channel 
at  Mason  Point,  which  has  to  be  blocked  up  entirely, 
the  cost  for  which,  as  has  been  estimated  by  experts, 
would  amount  to  over  a  million  dollars  for  a  distance 
of  two  or  three  miles.  Thus  the  profits  accruing  from 
the  reclaimed  lands  would  be  quite  sufficient  to  pay  for 
the  embankments.  So  far  we  see  that  the  regulating 
of  the  Yangtze  from  the  sea  to  Kiangyin  is  a  self  pay- 
ing proposition  from  the  reclamation  of  land  alone, 
aside  from  the  improvement  of  the  navigation  of  the 
Yangtze  River. 

c.    From  Kiangyin  to  Wuhu 

This  part  of  the  river  is  quite  different  in  nature 
from  that  below  Kiangyin.     Its  channel  is  more  stable 


48  THE  INTERNATIONAL 

and  only  in  a  few  places  sharp  curves  occur  and  the 
water  has  cut  into  the  concave  sides  of  the  land,  thus 
occasionally  making  new  channels  along  the  sides  of 
the  two  shores.  This  section  of  the  river  is  about  i8o 
miles  in  length.     See  Map  VII. 

The  regulating  works  here  would  be  more  compli- 
cated than  those  below  Kiangyin.  For  besides  the 
dilated  parts  which  have  to  be  reclaimed  in  the  same 
manner  as  those  of  the  lower  part  of  the  river,  the 
sharp  curves  have  to  be  straightened  and  side  channels 
have  to  be  blocked,  and  midstream  islands  have  to  be 
removed,  and  narrows  have  to  be  widened  to  give  uni- 
form width  to  the  river.  However,  most  of  the  exist- 
ing embankments  in  this  part  could  be  left  as  they  are 
except  some  of  the  concave  surfaces  of  the  shores 
have  to  be  protected  by  either  stone  or  concrete  work. 
The  regulating  works  of  the  channel  and  the  embank- 
ments can  be  done  by  artificial  means  as  well  as  by 
natural  processes  so  as  to  economize  as  much  as  pos- 
sible. The  cost  of  the  whole  works  of  this  part  of  the 
river  cannot  be  accurately  estimated  until  a  detail  sur- 
vey is  made;  but  in  a  rough  guess  $400,000  per  mile 
may  not  be  very  far  from  the  mark.  Thus  180  miles 
will  cost  $72,000,000  exclusive  of  the  expenses  for  the 
widening  of  the  point  between  Nanking  and  Pukow, 
in  which  case  valuable  properties  will  have  to  be  re- 
moved. 

The  Kwachow  cut  is  to  straighten  the  three  sharp 
curves  in  front  of  and  above  Chinkiang  by  converting 
them  into  one.    Two  and  a  half  miles  of  the  land  in 


DEVELOPMENT  OF  CHINA  49 

the  northern  shore  opposite  Chinkiang  will  have  to  be 
cut  into  in  order  to  form  a  new  channel  of  a  mile  or 
more  in  width.  The  part  of  the  river  in  front  of,  and 
above  and  below  Chinkiang  has  to  be  reclaimed.  The 
new  land  thus  reclaimed  would  form  the  water  front 
of  Chinkiang  city,  the  value  of  which  may  be  sufficient 
to  defray  the  cost  of  the  work  and  compensate  for  the 
land  taken  away  on  the  northern  shore,  to  form  the 
new  channel.  So  the  works  of  this  part  will  be  at 
least  a  self -paying  proposition. 

The  narrow  between  Pukow  and  Hsiakwan  from 
pier  to  pier  is  barely  six  cables  wide.  The  depth  of 
the  water  in  this  narrow  from  the  shallowest  to  the 
deepest  is  six  to  twenty-two  fathoms.  The  land  of 
the  Hsiakwan  side  had  occasionally  sunk  away  on  ac- 
count of  the  too  rapid  current  and  the  depth  of  the 
water.  This  indicates  that  this  part  is  too  narrow  for 
the  volume  of  the  Yangtze  water  to  pass.  Therefore 
a  wider  passage  must  be  provided  for.  In  order  to  do 
so,  the  whole  town  of  Hsiakwan  must  be  sacrificed  as 
the  river  must  be  widened  right  up  to  the  foot  of  the 
Lion  Hill,  so  as  to  provide  a  passage  of  a  mile  wide  at 
this  point.  What  the  cost  for  the  compensation  of  this 
valuable  property  of  Hsiakwan  will  be  will  have  to  be 
submitted  to  the  experts  for  a  careful  investigation  be- 
fore it  can  be  determined.  This  will  be  the  most  costly 
part  of  the  whole  project  for  the  regulating  of  the 
Yangtze.  But  undoubtedly  some  equally  valuable 
property  can  be  created  along  the  riverside  near  by  in 


50  THE  INTERNATIONAL 

place  of  Hsiakwan,  so  that  a  balance  may  be  realized 
by  the  work  itself. 

The  channel  below  the  Nanking  Pukow  Narrow  will 
follow  the  short  passage  alongside  of  the  foot  of  the 
Mofushan  to  Wulungshan.  The  loop  around  the 
island  north  of  Nanking  will  have  to  be  blocked  up  in 
order  to  straighten  the  course  of  the  river. 

The  section  of  the  river  from  Nanking  to  Wuhu  is 
almost  in  a  straight  line  with  three  dilatations  along  its 
course  one  just  above  Nanking  the  other  two  just 
above  and  below  the  East  and  West  pillars.  To 
regulate  the  first  dilatation  the  channel  above 
Me-tse-chow  should  be  blocked  up  and  the  island 
outside  of  it  should  be  partly  cut  to  widen  the 
proper  channel.  To  regulate  the  other  two  dilatations 
the  river  should  be  made  to  curve  toward  Taiping  Fu 
to  follow  the  deep  channel  on  the  right  bank.  The 
left  channel  should  be  blocked  up.  The  islands  along 
this  curve  should  be  partly  or  wholly  removed.  To 
regulate  the  dilatation  above  the  Pillars,  the  Friends 
Channel  should  be  blocked  up  and  Friends  Island  be 
partly  cut  away.  And  the  left  bank  below  Wuhu 
should  also  be  cut  to  give  the  channel  a  imiform  width. 

d.    From  Wuhu  to  Tungliu 

This  part  of  the  river  is  about  130  miles  in  length. 
Along  its  course  there  are  six  dilatations,  the  most 
prominent  of  which  is  the  one  that  lies  immediately 
below  Tungling,  which  extends  over  ten  miles  from 


DEVELOPMENT  OF  CHINA  51 

side  to  side.  In  each  of  these  dilatations  there  are 
usually  two  or  three  channels  with  newly  formed  islands 
between  them.  The  deep  passage  often  changes  from 
one  side  to  the  other,  and  it  is  not  uncommon  that  all 
of  the  channels  are  filled  up  at  the  same  time,  thus 
stopping  navigation  altogether  for  a  considerable 
period.    See  Map  VIII. 

In  regulating  the  part  of  the  river  from  ten  miles 
above  Wuhu  to  ten  miles  below  Tatung,  I  propose  to 
cut  a  new  channel  through  the  midstream  islands 
formed  by  the  three  dilatations  and  the  sharp  corners 
of  the  shore,  in  order  to  straighten  as  well  as  to  shorten 
the  river,  as  marked  by  the  dotted  lines  in  the  map 
attached  here.  The  cost  of  the  cut  could  not  be  esti- 
mated until  a  detail  survey  is  made.  But  as  soon  as  the 
embankments  are  laid  out  the  natural  force  of  the 
river's  own  current  will  do  a  great  part  of  the  dredg- 
ing work,  so  that  the  expenses  of  the  cutting  for  the 
new  channel  will  be  much  less  than  usual.  Above 
Tatung  there  are  two  sharp  turns  of  the  left  shore 
to  be  cut.  One  is  on  the  left  shore  at  the  point  where 
the  beacon  now  stands  about  twelve  miles  from  Tatung. 
In  this  place  a  few  miles  of  the  left  shore  will  have  to 
be  cut  away.  The  other  cut  is  just  below  the  city  of 
Anking  hence  to  Kianglung  beacon,  a  distance  of  about 
six  miles.  By  this  cut  we  do  away  with  the  sharp  turns 
of  the  river  at  Chuan  Kiang  Kau.  These  cuttings 
would  cost  much  more  than  the  piling  of  stone  at  the 
lower  reach  of  the  river.  It  is  quite  certain  that  the 
reclamation  of  the  side  channels  of  this  part  will  not 


52  THE  INTERNATIONAL 

cover  the  cost  of  the  cuttings.  Therefore  this  part 
of  the  regulating  work  will  not  be  self-paying,  but  the 
navigation  of  the  Yangtze,  the  protection  it  gives  to 
both  sides  of  the  land,  and  the  prevention  of  floods  in 
the  future  will  amply  compensate  for  such  work. 

e.     From  Tungliu  to  Wusueh 

This  part  of  the  river  is  about  eighty  miles  in  length. 
The  land  along  the  right  bank  is  generally  hilly  while 
that  along  the  left  is  low.  Along  its  course  there  are 
four  dilatations.  In  three  of  these  dilatations  the  cur- 
rent has  cut  into  the  left  or  northern  bank  of  the  river 
and  then  turns  back  into  its  main  course  again  almost 
at  right  angles.  At  such  points  the  bank  is  very  un- 
stable. Between  the  channels  of  these  dilatations 
islands  are  being  formed.    See  Map  IX. 

The  regulating  works  of  this  part  are  much  easier  to 
construct  than  those  of  the  lower  part.  The  three 
diverting  semicircular  channels  have  to  be  blocked  up 
at  the  upper  ends,  and  the  lower  openings  left  open  for 
silt  to  go  into  at  flood  seasons  in  order  to  reclaim  them 
by  the  natural  process.  The  other  dilatations  should 
be  narrowed  in  from  both  sides  by  jetties.  A  few 
places  will  have  to  be  cut,  the  most  important  being 
the  Pigeon  Island  and  the  turn  above  Siau  Ku  Shan. 
Some  of  the  midstream  islands  will  have  to  be  removed, 
and  a  few  wide  places  filled  up  in  order  to  make  the 
channel  uniform,  so  as  to  give  a  regular  minimum 
depth  of  six  fathoms  right  along  the  whole  course. 


DEVELOPMENT  OF  CHINA  53 

f.    From  Wusueh  to  Hankow 

This  part  of  the  river  is  about  one  hundred  miles 
long.  Above  Wusueh  we  enter  into  the  hilly  country 
on  both  sides.  The  river  here  is  generally  about  half 
a  mile  wide,  with  a  depth  of  from  five  to  twelve  fath- 
oms or  sometimes  more  in  certain  places.    See  Map  X. 

To  regulate  this  part  of  the  river  a  few  wide  spaces 
have  to  be  reclaimed  to  give  a  uniform  channel,  and 
the  side  channels  at  three  or  four  places  closed  up. 
Then  we  can  make  a  channel  with  a  uniform  depth  of 
from  six  to  eight  fathoms  at  all  seasons.  At  Collison 
Island  section  of  the  river  the  Ayres  Channel  has  to 
be  closed  up,  leaving  the  winter  channel  alone  so  as  to 
give  a  gentle  curve  above  and  below  this  island.  At 
Willes  Island  and  Gravenor  Island  point  the  Round 
Channel  and  the  channel  between  these  two  islands 
must  be  blocked  up.  The  river  must  be  made  to  cut 
through  Willes  Island  to  make  a  shorter  curve.  At 
Bouncer  Island  the  South  channel  must  be  blocked  up 
and  above  this  the  Low  Point  turn  must  be  cut  away 
to  form  a  gentler  curve.  From  this  point  to  Hankow 
the  river  should  be  made  narrower  first  by  reclaiming 
the  right  side  as  far  as  the  meeting  of  the  southwest 
curve  with  the  right  bank  then  the  reclamation  should 
start  at  the  opposite  side  of  the  left  bank  and  right  up 
along  the  front  of  Hankow  Settlement  until  the  Han 
River  Mouth  is  reached.  Thus  a  depth  of  six  to  eight 
fathoms  can  be  secured  right  up  to  the  Bund  of  Han- 
kow. 


54  THE  INTERNATIONAL 

To  sum  up,  the  whole  length  of  the  regulating  course 
of  the  river  from  the  deep  sea  to  Hankow  is  about 
630  miles.  The  embankments  will  be  twice  this  length ; 
that  is,  1,260  miles.  I  have  estimated  that  the  sea  wall 
at  the  mouth  of  the  river  could  be  built  at  $200,000 
a  mile,  thus  for  both  sides  $400,000  a  mile  will 
be  sufficient  or  the  140  miles  from  the  deep  sea  to 
Kiangyin.  For,  in  this  part  we  have  only  the  two  em- 
bankments to  deal  with,  which  merely  requires  the 
tumbling  of  stones  into  the  water  until  the  pile  is  strong 
enough  to  hold  the  current  to  a  directed  course.  As 
soon  as  these  stone  ridges  on  both  sides  of  the  river 
are  formed,  nature  will  do  the  rest  to  make  the  channel 
deep.    The  work  for  this  part,  therefore,  is  simple. 

But  the  work  for  certain  sections  of  the  upper  part 
of  the  river  is  more  complicated  as  about  fifty  or  sixty 
miles  of  solid  land  of  from  ten  to  twenty  feet  above 
water  level  and  thirty  to  forty  feet  below  have  to  be 
cut  in  order  to  straighten  the  river's  course.  Of  this 
cutting  and  removing  work,  how  much  will  have  to  be 
done  artificially  and  how  much  can  be  done  by  nature, 
I  leave  to  the  experts  to  estimate.  Excepting  this,  the 
other  parts  of  this  work,  I  think,  cannot  cost  much 
more  than  $400,000  a  mile.  So  that  the  whole 
work  from  the  sea  to  Hankow,  a  distance  of  630  miles 
will  cost  about  $252,000,000,  or  let  us  say,  in- 
cluding the  unknown  part,  $300,000,000  for  the  com- 
pletion of  the  entire  project  for  the  regulating  of  the 
Yangtze  River.  By  this  regulating  of  the  Yangtze 
River,  we  secure  an  approach  of  600  miles  inland  for 


X 


X 

m 

«1 

m 

^ 

^ 

a 

^ 

^ 

^ 

^i 

ASi 

t^ 

^ 

^ 

i? 

m 

-^ 

ig 

N 

^ 
^ 

s 

N 

^ 

o 

?! 

^ 

N 

ij 

.«2 

1 

1 

1 

1 

1 

-I 

•^ 

<N? 

^0 

^ 

^"^ 

^ 

i^ 

DEVELOPMENT  OF  CHINA  55 

ocean-going  vessels  into  the  very  center  of  a  continent 
of  two  hundred  millions  of  people  of  which  half  or 
one  hundred  million  is  located  immediately  along  600 
miles  of  the  great  water  highway.  As  regards  remun- 
eration for  the  work,  this  project  will  be  more  profitable 
than  either  the  Suez  or  Panama  Canal. 

Although  we  could  not  find  means  w^hereby  the 
works  above  Kiangyin  may  be  made  self -paying  as 
those  of  the  sections  below  by  the  reclamation  of  land, 
profit  from  city  building  along  the  course  of  the 
river  can  be  realized  after  the  regulating  work  is 
completed. 

In  conclusion,  I  must  say  that  the  figures  given  con- 
cerning the  harbor  works  and  the  Yangtze  regulation 
are  merely  rough  estimates  which  must  be  in  the  nature 
of  the  case.  As  regards  the  costs  of  building  the  rudi- 
mental  dikes  at  the  estuary  of  the  Yangtze  as  well  as 
along  the  dilating  parts  of  the  river,  the  estimation  may 
seem  too  low.  But  the  data  on  which  I  base  my  esti- 
mate are  as  follows:  First,  my  own  observation  of 
the  private  enterprise  of  reclamation  by  building  dikes 
at  the  Canton  delta  around  my  native  village;  second, 
the  cheap  stone  that  can  be  obtained  at  the  Chusan 
Archipelago ;  third,  the  estimation  of  Mr.  Tyler,  Coast 
Inspector  of  the  Maritime  Customs  for  the  blocking 
up  of  the  North  Channel  at  the  upper  end  of  Tsung- 
ming  Island,  where  the  narrowest  part  is  about  three 
miles.  He  says  that  a  million  taels  or  more  is  necessary 
for  the  work.  Or,  let  us  say,  in  round  figures,  five 
hundred  thousand  dollars  (Mex.)  a  mile.    This  is  two 


56  THE  INTERNATIONAL 

and  a  half  times  my  estimate.  Now,  let  us  compare 
the  difference.  The  three-mile  channel  at  the  upper 
end  of  Tsungming  has  an  average  depth  of  twenty 
feet  of  water,  while  in  my  project  the  sea  wall  or  dikes 
will  be  built  in  water  having  an  average  of  less  than 
two  thirds  of  this  depth.  Moreover  ,  the  work  of 
blocking  up  the  North  Channel  entirely  at  a  right  angle 
is  many  times  more  costly  than  that  of  building  a  rudi- 
mental  dike  of  the  same  length  in  a  parallel  line  with 
the  current.  Since  five  hundred  thousand  dollars  are 
enough  to  block  up  cross-wise  a  mile  of  river  twenty 
feet  deep,  two  fifths  of  that  sum  should  be  quite  suffi- 
cient to  finance  the  work  that  I  have  projected.  While 
writing  this,  I  came  across  an  article  in  the  Chicago 
Railway  Review,  May  17,  1919,  dealing  with  the  same 
subject,  which  states  that  steel  skeleton  is  a  better  and 
cheaper  substitute  for  stone  or  other  materials  for 
building  dikes  and  jetties  in  a  muddy  river  like  ours. 
Thus,  by  this  new  method,  we  may  be  able  to  construct 
embankments,  with  cheaper  material  than  I  have 
hitherto  known.  So,  although  the  estimate  which  I 
have  made  may  be  somewhat  low,  yet  it  is  not  so  far 
from  correct  as  it  seems  at  first  sight. 

PART  III 
The  Construction  of  River  Ports 

The  construction  of  river  ports  along  the  Yangtze 
between  Hankow  and  the  sea  will  be  one  of  the  most 
remunerative  propositions  in  our  development  scheme. 


DEVELOPMENT  OF  CHINA  57 

For  this  part  of  the  Yangtse  Valley  is  richest  in  agri- 
cultural and  mineral  products  in  China  and  is  very 
densely  populated.  With  the  cheap  water  transportation 
provided  by  the  completion  of  the  regulating  work  both 
sides  of  this  water  highway  will  surely  become  indus- 
trial beehives.  And  with  cheap  labor  near  by,  it  will 
not  be  a  surprise  if  in  the  near  future  both  banks  will 
become  two  continuous  cities,  as  it  were,  right  along 
the  whole  extent  of  the  river  from  Hankow  to  the  sea. 
In  the  meantime  a  few  suitable  spots  should  be  chosen 
for  profitable  city  development.  For  this  purpose  I 
will  start  from  the  lower  part  of  the  river  as  follows : 

a.  Chinkiang  and  North  Side. 

b.  Nanking  and  Pukow. 

c.  Wuhu. 

d.  Anking  and  South  Side. 

e.  Poyang  Port. 

f.  Wuhan. 


a.     Chinkiang  and  North  Side 

Chinkiang  is  situated  at  the  junction  of  the  Grand 
Canal  and  the  Yangtze.  It  was  an  important  center 
of  inland  water  traffic  between  the  north  and  the  south 
before  the  steam  age.  But  it  will  resume  its  former 
grandeur  and  become  more  important  when  the  old 
inland  waterway  is  improved,  and  new  ones  are  con- 
structed. For  it  is  the  gateway  between  the  Hoangho 
and  Yangtze  vallyes.    Besides,  by  the  southern  portion 


58  THE  INTERNATIONAL 

of  the  Grand  Canal,  Chinkiang  is  connected  with  the 
Tsientang  valley — the  richest  part  of  China.  Thus, 
this  city  is  bound  to  grow  into  a  great  commercial 
center  in  the  near  future. 

In  our  regulation  work  of  the  Yangtze,  we  shall 
add  a  piece  of  new  land,  over  six  square  miles,  in  front 
of  Chinkiang.  This  land  on  the  south  side  of  the 
river  will  be  utilized  for  city-planning  for  our  new 
Chinkiang.  On  the  north  side,  land  should  also  be 
taken  up  by  the  state  to  build  another  city.  The  north 
side  will  be  bound  to  outgrow  that  of  the  south  for 
the  whole  of  Hoangho  Valley  could  only  emerge  into 
the  Yangtze  by  waterway  through  this  point.  Docks 
should  be  built  between  here  and  Yangchow  for  accom- 
modation of  inland  vessels,  and  modern  facilities 
should  be  provided  for  transhipment  between  inland 
vessels  and  ocean-going  steamers.  This  port  should  be 
made  as  a  distributing  center  as  well  as  a  collecting 
center  for  the  salt  of  the  eastern  coast.  This,  with  the 
help  of  modern  methods,  will  reduce  transportation 
expenses.  Stone  or  concrete  bunds  or  quays  should  be 
built  on  both  sides  of  the  river  and  tidal  jetties  should 
be  provided  for  train  ferries.  In  time,  when  commerce 
grows,  tunnels  or  bridges  may  be  added  to  facilitate 
traffic  of  the  two  sides.  The  streets  should  be  wide 
so  as  to  meet  modern  demands.  The  water  front  and 
its  neighborhood  should  be  planned  for  industrial 
and  commercial  uses  and  the  land  beyond  should  be 
planned  for  residential  purpose.  Every  modern  pub- 
lic utility  should  be  provided.    In  regard  to  the  details 


DEVELOPMENT  OF  CHINA  59 

of  planning  the  city,  I  must  leave  them  to  the  ex- 
pert. 

b.    Nanking  and  Pukow 

Nanking  was  the  old  capital  of  China  before  Peking, 
and  is  situated  in  a  fine  locality  which  comprises  high 
mountains,  deep  water  and  a  vast  level  plain — a  rare 
site  to  be  found  in  any  part  of  the  world.  It  also  lies 
at  the  center  of  a  very  rich  country  on  both  sides  of  the 
lower  Yangtze.  At  present,  although  ruined  and 
desolate,  it  still  has  a  population  of  over  a  quarter  of  a 
million.  Once  it  was  the  home  of  many  industries 
especially  silk  and  now  the  finest  satin  and  velvet  are 
still  produced  here.  Nanking  has  yet  a  greater  future 
before  her  when  the  resources  of  the  lower  Yangtze 
Valley  are  properly  developed. 

In  the  regulation  of  the  Yangtze  I  propose  to  cut 
away  the  town  of  Hsiakwan,  so  that  the  wharf  of 
Nanking  could  be  removed  into  the  deep  channel  be- 
tween Metsechow  and  the  outskirt  of  Nanking.  This 
channel  should  be  blocked  up,  thereby  a  wet  dock  could 
be  formed  to  accommodate  all  ocean-going  vessels. 
This  point  is  much  nearer  the  inhabited  parts  of  the 
city  than  Hsiakwan.  And  the  land  between  this  pro- 
jected wet  dock  and  the  city  could  form  a  new  com- 
mercial and  industrial  quarter  which  would  be  many 
times  larger  than  Hsiakwan.  Metsechow  in  time,  when 
commerce  grows,  may  also  be  developed  into  city  lots 
and  business  quarters.  For  the  future  development  of 
Nanking  the  land  within  and  without  the  city  should 


6o  THE  INTERNATIONAL 

be  taken  up  at  the  present  price  under  the  same  prin- 
ciple which  I  have  proposed  for  the  Projected  Port 
at  Chapu. 

Pukow,  opposite  Nanking,  on  the  other  side  of  the 
river,  will  be  the  great  terminus  of  all  the  railways  of 
the  great  northern  plain  to  the  Yangtze.  It  will  be  the 
nearest  river  port  for  the  rich  coal  and  iron  fields  of 
Shansi  and  Honan,  giving  access  to  the  lower  Yangtze 
district  and  hence  to  the  sea.  As  the  great  transconti- 
nental trunk  line  to  the  sea  whether  terminating  at 
Shanghai  or  at  our  Projected  Port,  would  pass  through 
this  point,  the  construction  of  a  tunnel  under  the 
Yangtze  to  connect  Nanking  and  Pukow  by  rail  at 
the  same  time  when  the  cities  are  being  con- 
structed, will  not  be  at  all  premature.  This  will 
at  once  make  possible  a  through  train  journey  from 
Shanghai  to  Peking. 

Concrete  or  stone  embankment  should  be  built  along 
the  shore  above  and  below  the  present  Pukow  point 
many  miles  in  each  direction.  Modern  streets  should 
be  laid  out  on  the  land  within  the  embankment  so  as 
to  be  ready  for  various  building  purposes.  The  land 
on  the  north  side  of  the  river  should  be  taken  up  by 
the  state  for  public  uses  of  this  international  develop- 
ment scheme  on  the  same  basis  as  at  our  Projected 
Ports. 

c.     Wuhu 

Wuhu  is  a  town  of  120,000  inhabitants  and  is  the 
center  of  the  rice  trade  in  the  lower  part  of  the  Yangtze. 


DEVELOPMENT  OF  CHINA  6i 

It  is  at  this  point  that  I  propose  to  make  an  intake  of 
the  water  which  will  go  to  flush  the  Whangpoo  River 
at  Shanghai,  and  which  will  form  the  upper  end  of  a 
canal  to  the  sea  at  Chapu.  In  the  regulating  w^ork  of 
the  Yangtze  the  concave  part  above  the  junction  of  the 
Yangki  Ho  has  to  be  filled  up  and  the  convex  part  of 
the  opposite  side  has  to  be  cut  away.  The  junction  of 
the  projected  canal  and  the  river  will  be  at  about  a  mile 
or  so  below  the  Lukiang  junction.  The  projected  canal 
will  run  northeast  to  a  point  between  the  southeast 
corner  of  Wuhu  city  and  the  foot  of  the  hill.  There 
it  joins  the  Yangki  Ho  and,  following  the  course  as 
far  as  Paichiatien,  branches  off  in  the  northeastern 
direction.  This  gives  Wuhu  a  southeast  waterfront 
along  the  left  side  of  the  canal.  New  bunds  should  be 
built  along  both  sides  of  the  canal  as  well  as  alongside 
the  Yangtze  and  at  the  junction  of  the  canal  docks  for 
inland  vessels  should  be  constructed  with  modern  plants 
for  transhipment  of  goods.  Wide  streets  should  be 
laid  out  from  the  Bund  of  the  Yangtze  far  into  the 
inland  following  the  direction  of  the  canal.  The  bund 
alongside  the  Yangtze  should  be  reserved  for  com- 
mercial purposes  and  those  alongside  the  canal  for  fac- 
tories. Wuhu  is  in  the  midst  of  a  rich  iron  and  coal 
field,  so  it  will  surely  become  an  industrial  center  when 
this  iron  and  coal  field  is  properly  developed.  Cheap 
materials,  cheap  labor,  and  cheap  foodstuffs  are  abun- 
dant at  the  spot  waiting  for  modern  science  and 
machinery  to  turn  them  into  greater  wealth  for  the 
benefit  of  mankind. 


62  THE  INTERNATIONAL 

d.    Anking  and  South  Side 

Anking,  the  capital  of  Anhwei,  was  once  a  very  im- 
portant city  but  since  its  destruction  by  the  Taiping  war 
it  has  never  recovered  its  former  greatness.  Its  present 
population  is  about  40,000  only.  Its  immediate  neigh- 
borhood is  very  rich  in  mineral  and  agricultural  pro- 
ducts. The  great  tea  district  of  Liu-an  and  the  rich 
mineral  district  in  the  southeastern  corner  of  Honan 
province  will  have  to  make  Anking  their  shipping  port 
when  railways  are  developed.  In  the  Yangtze  Con- 
servancy work,  the  concave  turn  of  the  river  in  front 
and  west  of  the  city  has  to  be  filled  up.  This  reclaimed 
land  should  be  for  the  extension  of  a  new  city,  where 
modern  transportation  plants  should  be  built. 

Eagle  Point,  on  the  south  side  opposite  Anking 
should  be  cut  away  to  make  the  river  curve  more  gently 
and  to  give  the  channel  a  uniform  width.  A  new  city 
should  be  laid  out  at  this  point,  for  from  here  we  com- 
mand the  vast  tea  districts  of  southern  Anhwei  and 
western  Chekiang.  The  rich  inland  city  of  Hweichow, 
with  the  highly  productive  country  around  it,  will  have 
to  make  this  port  its  shipping  station.  As  Wuhu  is  the 
center  of  the  rice  trade  these  twin  cities  of  Anking  will 
be  the  centers  of  the  tea  trade.  Like  Wuhu,  these  twin 
cities  are  also  situated  in  the  midst  of  rich  iron  and 
coal  fields  which  will  assist  them  to  become  important 
industrial  centers  in  the  near  future.  So  to  build  twin 
cities  at  this  point  of  the  river  will  be  a  very  profitable 
undertaking. 


DEVELOPMENT  OF  CHINA  63 

e.  The  Poyang  Port 

I  propose  to  construct  a  port  at  a  point  between  the 
Poyang  Lake  and  the  Yangtze  River.  This  will  be  the 
sole  port  of  the  Kiangsi  province.  Every  city  of  this 
province  is  connected  by  natural  waterways  which,  if 
improved,  will  become  a  splendid  water  transportation 
system.  The  province  of  Kiangsi  has  a  population  of 
30,000,000  and  is  extremely  rich  in  mineral  resources. 
A  modern  port  acting  as  a  commercial  and  industrial 
center  for  the  development  of  this  resourceful  prov- 
ince would  be  a  most  remunerative  proposition  in  our 
project. 

The  site  of  the  port  will  be  on  the  west  side  of  the 
entrance  to  the  Poyang  Lake  and  the  right  bank  of  the 
Yangtze.  It  will  be  an  entirely  new  city  built  on  new 
ground,  part  of  which  will  be  reclaimed  from  the  shal- 
low side  of  the  lake.  In  the  regulating  work  of  the 
Poyang  Channel,  a  training  wall  should  be  built  from 
the  foot  of  the  Taku  Tang  Hill  to  Swain  Point  opposite 
to  Stone  Bell  Hill  of  Hukow.  A  closed  dock  should  be 
constructed  within  this  training  wall  for  the  accom- 
modation of  inland  water  vessels.  The  city  should  be 
laid  out  on  the  triangular  space  formed  by  the  right 
bank  of  the  Yangtze,  the  left  side  of  the  Poyang  Lake 
and  the  foot  hill  of  the  Lushan  Mountain.  This  triangle 
is  about  10  miles  on  each  side,  excellent  for  city  de- 
velopment. The  porcelain  industry  should  be  estab- 
lished here  instead  of  at  Kingteh  Chen,  for  great 
damages  often  occur  owing  to  the  lack  of  transporta- 


64  THE  INTERNATIONAL 

tion  facilities,  and  to  the  necessity  of  transhipment  for 
the  export  of  the  finished  articles  from  the  latter  place. 
Modern  plants  on  a  large  scale  should  be  adopted  for 
the  manufacturing  of  cheap  wares  as  well  as  fine  arti- 
cles in  our  projected  Poyang  Port,  for  here  we  shall 
have  the  greater  advantage  of  collecting  raw  materials 
than  at  Kingteh  Chen.  Thus  the  concentrating  of  the 
various  manufactures  in  an  advantageous  center  will 
result  in  quickening  the  growth  of  our  new  city.  This 
Poyang  Port  is  bound  to  grow  into  one  of  the  great 
commercial  and  manufacturing  centers  in  China,  judg- 
ing from  the  possibilities  of  Kiangsi  alone.  It  will  not 
only  be  a  great  shipping  port  of  the  Yangtze  but  will 
also  be  a  railway  center  between  North  and  South 
China.  Thus  to  develop  this  port  on  a  large  scale  is 
quite  justifiable  from  an  economic  point  of  view. 

f.    Wuhan 

Wuhan  signifies  the  three  cities  of  Wuchang,  Han- 
kow, and  Hanyang.  This  point  is  the  headwater  of 
our  projected  ocean  passage,  the  pivot  of  the  railway 
system  of  China  Proper,  and  will  become  the  most 
important  commercial  metropolis  in  the  country.  The 
population  of  these  three  cities  is  over  a  million  and 
could  be  easily  doubled  or  trebled  if  improvements 
would  be  made.  At  present,  Hanyang  possesses  the 
largest  iron  works  in  China,  and  Hankow,  many 
modern  industries,  while  Wuchang  is  becoming  a  great 
cotton  manufacturing  city.     Besides,  Hankow  is  the 


DEVELOPMENT  OF  CHINA  65 

trade  center  of  Central  and  West  China,  and  the 
greatest  tea  market  we  have.  The  provinces  of  Hupeh, 
Hunan,  Szechuen,  and  Kweichow  and  a  part  of  Honan, 
Shensi,  and  Kansu  all  depend  upon  Hankow  as  their 
only  port  in  the  outside  world.  When  railways  are  de- 
veloped in  China,  Wuhan  will  be  still  more  important 
and  will  surely  become  one  of  the  greatest  cities  in  the 
world.  So  in  planning  the  future  city  of  Wuhan  we 
must  adopt  for  its  development  a  scale  as  large  as  that 
of  New  York  or  London. 

In  the  regulation  of  the  Yangtze  embankments,  we 
have  to  reclaim  the  front  of  Hankow  from  the  jetty  of 
Lungwangmiao  at  the  junction  of  the  Han  River  right 
along  the  left  bank  to  the  point  where  the  Yangtze 
turns  eastward.  This  reclaimed  space  will  be  at  an 
average  of  about  500  to  600  yards  wide.  This  will 
narrow  down  the  river  at  this  part  to  give  a  uniform 
channel  of  5  to  6  cables  in  width  and  to  give  the  Han- 
kow settlement  a  strip  of  valuable  land  along  its  water- 
front. This  will  also  help  to  pay  a  part  of  the  expenses 
for  city  construction.  The  sharp  bend  of  the  Han  River 
just  before  it  joins  the  Yangtze  should  be  straightened 
so  as  to  make  a  gentler  curve  around  Lungwangmiao 
Point  and  thus  enable  the  currents  of  both  rivers  to 
flow  in  the  same  direction  at  their  junction.  The  Han- 
yang embankment  will  follow  pretty  closely  the  present 
shore  line  but  not  beyond  the  iron  works  jetty.  The 
wide  space  of  the  river  above  Wuchang  city  should  be 
walled  in  to  make  a  closed  dock  for  inland  water  as  well 
as  ocean  going  vessels.     Below  Wuchang,  an  embank- 


66  THE  INTERNATIONAL 

ment  parallel  to  that  of  the  left  side  should  be  built  so 
as  to  make  the  future  city  extend  far  below  the  present 
one.  A  tunnel  should  be  constructed  to  connect  both 
embankments  at  a  point  where  the  Kinghan  railway 
makes  its  first  turn  when  it  comes  to  the  Yangtse  River. 
And  another  tunnel  or  bridge  should  be  constructed 
between  Hankow  and  Hanyang  on  one  side  and 
Wuchang  on  the  other  at  the  junction  of  the  Han  River 
and  the  Yangtze.  Additional  tunnels  or  bridges  may 
be  constructed  at  different  points  when  the  city  grows 
larger  in  the  future.  All  the  outlying  land  of  these 
trio-cities  should  be  taken  up  on  the  same  basis  as  at 
our  projected  seaports,  so  that  private  monopoly  and 
speculation  in  land  may  be  prevented,  and  that  the 
unearned  increment  will  go  to  the  State  to  help  the 
payment  of  capital  and  interest  on  the  foreign  loans 
which  are  to  be  made  in  this  international  development 
scheme. 

PART    IV 

The  Improvement  of  the  Existing  Waterways 
and  Canals 

The  existing  waterways  and  canals  in  connection 
with  the  Yangtze  may  be  enumerated  as  follows : 

a.  The  Grand  Canal. 

b.  The  Hweiho. 

c.  The  Kiangnan  Waterway  System. 

d.  The  Poyang  Waterway  System. 


DEVELOPMENT  OF  CHINA  67 

e.  The  Han  River. 

f.  The  Tungting  System. 

g.  The  Upper  Yangtze. 

a.    The  Grand  Canal 

The  Grand  Canal  connects  with  the  Yangtze  at  a 
point  opposite  Chinkiang  and  runs  northward  right  up 
to  Tientsin,  a  distance  of  over  600  miles.  We  under- 
stand that  a  detailed  survey  of  the  Kiangpeh  part  of  the 
canal  has  begun  and  the  work  of  improving  it  will  com- 
mence soon.  In  our  project,  I  propose  to  substitute  the 
Kiangpeh  portion  of  the  Grand  Canal  by  the  Yangtze 
outlet  of  the  Hweiho. 

b.    The  Hweiho 

The  Hweiho  rises  in  the  northwest  corner  of  Honan 
and  runs  southeast  and  east  to  the  north  of  Anhwei  and 
Kiangsu.  Its  outlets  have  been  sealed  up  in  recent 
years  so  its  water  has  accumulated  in  the  Hungtse 
Lake  and  it  depends  upon  evaporation  as  its  only  means 
of  disposing  the  water.  Thus  in  the  heavy  rainy  sea- 
son, it  floods  a  vast  extent  of  the  country  surrounding 
the  lake  and  causes  great  misery  to  millions  of  people. 
So  the  conservancy  of  the  Hweiho  is  a  very  urgent 
question  of  China  to-day.  Recently  many  investiga- 
tions have  been  made  and  many  plans  proposed.  Mr. 
Jameson,  chief  engineer  for  the  American  Red  Cross 
Society,  has  proposed  two  outlets  for  the  Hweiho: 


68  THE  INTERNATIONAL 

one  following  the  old  course  of  the  Yellow  River  to 
the  sea  and  another  through  Paoying  and  Kao-yu 
Lakes  to  the  Yangtze.  In  this  project  I  propose  to 
follow  Mr.  Jameson's  plan  for  the  sea  outlet  only  as  far 
as  the  old  Yellow  River  and  for  the  Yangtze  outlet  only 
as  far  as  Yangchow.  When  the  sea  outlet  or  north 
branch  reaches  the  old  Yellow  River  I  will  lead  it  across 
into  the  Yenho  and  follow  the  Yenho  to  its  northern 
turn.  From  there,  v/e  cut  across  the  narrow  strip  of 
land  into  the  Kuanho  which  enters  the  sea  at  the  nearest 
deep  water  line.  This  saves  a  great  deal  of  work  of 
excavating  the  old  course  of  the  Hoangho.  When  the 
southern  branch  reaches  Yangchow,  I  propose  to  make 
the  canal  pass  east  of  that  city  instead  of  west  as  Mr. 
Jameson  proposed,  so  that  its  current  will  join  the 
Yangtze  in  the  same  direction  at  the  new  curve  below 
Chinkiang  city. 

Both  of  these  outlets  or  branches  of  the  Hweiho 
should  be  made  at  least  twenty  feet  deep  right  along, 
so  that  coastal  vessels  from  the  north  to  the  Yangtze 
could  use  them  as  passage  instead  of  going  round  the 
Yangtze  estuary,  thus  shortening  the  distance  by  about 
300  miles.  And  with  twenty  feet  depth  for  both  out- 
lets, the  Hweiho  and  the  Hungtse  Lake  would  be  well 
drained  and  the  present  bottom  of  the  lake,  which  is 
sixteen  feet  above  sea  level  would  be  converted  into 
agricultural  land  at  once.  Thus  6,000,000  mow  of 
land  could  be  reclaimed  according  to  the  estimate  of 
Mr.  Jameson,  from  the  Hungtse  and  the  neighboring 
lakes.    If  twenty  dollars  a  mow  be  taken  for  its  value, 


DEVELOPMENT  OP  CHINA  69 

a  sum  of  $120,000,000  could  be  netted.  Besides  this 
direct  profit  to  the  Government,  there  is  an  area  of 
some  17,000  square  miles  of  occasionally  flooded  land 
which  would  be  made  flood-proof  so  that  normally  we 
shall  have  two  crops  a  year  instead  of  two  only  in  five 
years.  That  is  to  say,  the  17,000  square  miles  or 
10,880,000  acres  will  be  made  to  produce  five  times 
more  than  at  present.  For  instance,  if  the  value  of  the 
gross  production  be  estimated  at  fifty  dollars  an  acre, 
then  the  total  value  would  be  $544,000,000  Mex.  and 
five  times  this  sum  would  amount  to  $2,720,000,000 
Mex.     What  an  enormous  profit  to  the  country! 

c.    The  Kiangnan  Waterway  System 

This  system  comprises  the  South  Grand  Canal,  the 
Whangpoo,  the  Taihu,  and  its  connections.  The  most 
important  improvement  I  intend  to  make  here  is  to 
widen  and  deepen  the  Wuhu-Ihsing  Waterway  be- 
tween the  Yangtze  and  the  Taihu,  and  from  there  to 
dredge  a  deep  channel  right  through  the  Taihu  to  a 
point  midway  of  the  Grand  Canal  between  Suchow  and 
Kashing.  At  Kashing,  divide  it  into  two  branches : — 
one  following  the  Kashing  Sunkiang  Canal  to  Whang- 
poo, and  the  other,  to  the  Projected  Port  at  Chapu. 
This  waterway  between  the  Yangtze  and  the  Whang- 
poo, before  it  reaches  Shanghai,  should  be  made  as 
wide  and  deep  as  possible  so  as  to  make  it  carry  suffi- 
cient water  to  flush  the  Shanghai  harbor  as  well  as  to 
provide  a  shorter  passage  for  inland  water  vessels  be- 


70  THE  INTERNATIONAL 

tween  the  Yangtze  and  the  seaports.  This  waterway 
will  act  as  silt  carrier  by  which  the  Taihu  and  the 
various  lakes  alongside  of  it  may  be  reclaimed  in  the 
future.  Besides  the  main  object  for  which  this  canal 
is  assigned,  the  reclamation  scheme  and  the  local  traffic 
would  also  add  profit  to  it.  This  makes  its  remunera- 
tion doubly  sure.  As  no  accurate  surveys  of  the 
shallow  Taihu  and  other  lakes  and  swamps  could  be 
obtained,  the  exact  number  of  mow  to  be  reclaimed 
could  not  be  given  here.  But  in  a  rough  estimate  I 
should  say  that  the  reclaimed  space  of  the  Kiangnan 
Lakes  would  be  about  the  same  in  extent  as  those  of 
Kiangpeh  (the  North  of  the  Yangtze). 

d.    The  Poyang  Waterway  System 

This  system  drains  the  entire  area  of  Kiangzi  prov- 
ince. Every  hsien,  city,  and  important  town  is  reached 
by  waterway.  Waterways  are  the  only  means  of  com- 
munication in  this  province  as  well  as  in  all  the 
provinces  of  Southeastern  China,  before  the  advent  of 
railways.  The  lower  part  of  the  Kiangsi  waterway 
system  suffers  the  same  irregularities  as  those  of  the 
lower  Yangtze  as  both  are  on  low  land.  So,  to  regulate 
it,  a  similar  work  as  that  for  the  Yangtze  should  be 
applied.  The  Poyang  Lake  should  be  divided  by  deep 
channels  from  the  junction  of  each  river,  and  these 
should  join  together  to  form  larger  channels  and  finally 
unite  into  one  main  channel  at  a  point  near  Chuki  and, 
running  through  the  narrow  part  of  the  lake,  join  the 


DEVELOPMENT  OF  CHINA  71 

Yangtze  at  Hukow.  The  sides  of  the  deep  channels 
should  be  lined  with  submerged  stone  ridges  as  high  as 
the  shallow  part  of  the  lake,  whereby  the  channels 
would  serve  the  purpose  of  draining  as  well  as  of 
navigation. 

The  shallow  space  beside  those  channels  will  be  re- 
claimed into  arable  land  in  due  time.  So  the  work  of 
regulating  the  Poyang  channels  will  be  well  paid  by 
reclamation. 

e.    The  Han  River 

This  river  is  navigable  for  small  crafts  through  its 
main  body  up  to  Hanchung  in  the  southwest  corner  of 
Shensi;  and  through  its  branches  up  to  Nanyang  and 
Shekichen  in  the  southwest  corner  of  Honan.  This 
navigable  stream  commands  quite  a  large  area  of 
watershed.  The  upper  part,  that  is  above  Siangyang, 
is  in  mountainous  country.  From  Siangyang  to  Sha- 
yang  it  is  in  a  wide,  open  valley  and  below  Shayang  it 
runs  into  the  Hupeh  swamp. 

To  improve  this  river  dams  should  be  built  above 
Siang>^ang  in  order  to  utilize  water  power  as  well  as  to 
make  locks  for  larger  crafts  to  ascend  to  the  navigable 
point  now  navigable  only  for  small  crafts.  Below 
Siangyang,  where  the  river  is  very  wide  and  shallow, 
rudimental  dikes  should  be  constructed  of  stones  or 
piles  in  order  to  restrict  its  channel  and  to  reclaim  the 
shallow  space  on  both  sides  by  natural  process.  In  the 
swamp,  the  river  should  be  straightened  and  deepened. 
A  new  canal  between  the  Han  and  the  Yangtze  at 


72  THE  INTERNATIONAL 

Shasi  should  be  constructed  to  provide  a  shorter  pas- 
sage between  Hankow  and  Shasi  and  beyond.  This 
canal  in  the  swamp  should  be  open  to  the  lakes  along 
its  course  so  as  to  let  the  silt-carrying  water  enter  into 
them  in  the  flood  season,  thus  filling  them  up  quicker. 

f.    The  Tungting  System 

This  system  of  waterway  drains  the  whole  province 
of  Hunan  and  beyond.  The  most  important  branches 
are  the  Siangkiang  and  the  Yuankiang.  The  former 
runs  through  Hunan  into  the  northeast  corner  of 
Kwangsi  province  and  connects  with  the  Sikiang 
system  by  a  canal  near  Kweilin.  The  latter  runs  across 
the  west  border  of  Hunan  into  the  eastern  part  of 
Kweichow  province.  Both  could  be  improved  for  the 
navigation  of  large  crafts.  The  canal  between  the 
Yangtze  and  the  Sikiang  watersheds  should  be  recon- 
structed and  modem  locks  should  be  provided  in  it  as 
well  as  along  the  two  waterways.  Thus,  vessels  of  ten 
feet  draught  may  freely  pass  between  the  Yangtze  and 
the  Sikiang.  The  Tungting  Lake  should  be  drained  by 
deep  channels  in  the  same  manner  as  the  Poyang  Lake, 
and  its  shallow  space  reclaimed  by  natural  process. 

g.    The  Upper  Yangtze 

I  include  the  part  from  Hankow  to  Ichang  also  in  the 
Upper  Yangtze,  because  it  is  at  Hankow  that  the  ocean 
navigation  ends,  and  the  inland  water  communication 


DEVELOPMENT  OF  CHINA  73 

begins.  So,  in  dealing  with  the  improvement  of  the 
Upper  Yangtze,  I  will  begin  at  Hankow.  At  present 
the  Upper  Yangtze  is  navigable  for  shallow  draught 
steamers  up  to  Kiating,  a  point  about  i,ioo  miles  above 
Hankow  by  river.  If  improvement  be  made  farther  on, 
than  shallow  draught  steamers  could  navigate  right 
up  to  Chengtu,  the  capital  of  Szechuen  province,  and 
the  center  of  the  richest  plain  in  West  China,  about 
sixty  miles  up  the  Min  River. 

To  improve  the  Upper  Yangtze  from  Hankow  to 
Yochow,  the  work  is  much  similar  to  that  of  the  lower 
part.  The  channel  should  be  regulated  by  rudimental 
dikes.  The  concave  embankments  in  sharp  bends 
should  be  protected  by  stone  or  concrete;  obstacles  in 
midstream  should  be  removed.  The  great  loop,  called 
the  Farmer  Bend,  above  Kinkow,  should  be  cut  through 
at  the  neck  of  Paichow,  and  the  sharp  point  of  Hanchin 
Kwang  should  be  cut  away  to  make  the  curve  of  the 
river  more  gentle. 

The  tortuous  part  of  the  Yangtze,  north  of  the  Tung- 
ting  Lake,  between  Kinho  Kow  and  Skipper  Point, 
should  be  blocked  up  altogether  and  a  new  channel 
made  through  Tungting  Lake,  returning  to  the  Yangtze 
by  the  Yochow  Channel.  This  avoids  the  crooked 
passage  and  shortens  the  river  course  considerably. 
From  Skipper  Point  to  Ichang  the  dilatations  should  be 
restricted  by  dikes  of  stone  or  piling,  and  some  sharp 
points  of  the  shores  should  be  cut  away  to  make  the 
curves  more  gentle. 

The  Yangtze  River  above  Ichang  enters  the  Gorges 


74  THE  INTERNATIONAL 

which  run  about  a  hundred  miles  up  to  the  Szechuen 
depression,  known  as  the  Red  Basin.  This  part  of  the 
river  from  Ichang  right  along  to  its  source  is  confined 
by  rocky  banks,  very  narrow  and  deep,  having  an  aver- 
age depth  of  six  fathoms  and  at  some  particular  points 
even  thirty  fathoms.  Many  rapids  and  obstructions 
occur  along  its  course. 

To  improve  the  Upper  Yangtze,  the  rapids  should 
be  dammed  up  to  form  locks  to  enable  crafts  to  ascend 
the  river  as  well  as  to  generate  water  power.  Obstruc- 
tions should  be  blasted  and  boulders  removed.  Thus, 
a  ten-foot  channel  right  along  from  Hankow  to 
Chungking  could  be  obtained  so  that  through  inland 
water  transportation  could  be  established  from  Chung- 
king to  Peking  in  the  north  and  to  Canton  in  the  south, 
as  well  as  to  all  navigable  points  in  China  Proper  all 
the  year  round.  In  this  way,  transportation  expenses 
to  the  richest  emporium  in  West  China  could  be  re- 
duced hundredfold.  The  benefit  to  the  people  will  be 
enormous  and  the  encouragement  to  commerce  will 
indeed  be  great. 


PART    V 
The  Establishment  of  Large  Cement  Works 

Steel  and  cement  are  the  basis  of  modern  construc- 
tion, and  the  most  important  factors  of  the  material 
civilization  of  the  present  age.  In  the  various  projects 
of  our  development  scheme,  the  demand  for  steel  and 


DEVELOPMENT  OF  CHINA  75 

cement  will  be  so  enormous  that  all  manufacturing 
countries  combined  will  not  be  able  to  supply  the  needs. 
Therefore,  in  our  first  program,  I  have  proposed  to 
establish  large  steel  works  in  the  rich  iron  and  coal 
fields  in  the  provinces  of  Shansi  and  Chili ;  so  in  this 
second  program  I  propose  to  establish  large  cement 
works  along  the  shores  of  the  Yangtze  River.  The 
Yangtze  Valley  is  exceptionally  rich  in  materials  for 
cement, — limestone  and  coal  lying  side  by  side  at  the 
water  edge  along  the  navigable  channel  from  Chinki- 
ang  upward.  Thus,  local  supplies  could  be  created  for 
local  needs. 

At  present,  there  is  one  cement  works  at  Shihuiyau 
near  Hoangshikang  at  the  upper  reach.  It  is  situated 
between  a  deep  water  wharf  and  a  limestone  hill.  The 
limestone  is  so  near  by  that  it  can  be  cut  and  shoveled 
into  the  kilns  immediately.  Between  Hankow  and 
Kiukiang  there  are  many  places  possessing  the  same 
advantage.  Below  Kiukiang,  there  are  also  many  such 
advantageous  positions  as  Matang,  Wushiki  and  many 
others  between  Kiukiang  and  Anking.  Between  Ank- 
ing  and  Nanking  there  are  exceptionally  good  locations 
for  putting  up  cement  works  such  as  Tatung,  Tikang, 
and  Tsaishisze,  all  these  places  being  provided  abun- 
dantly with  limestone  and  coal  and  iron,  lying  side  by 
side. 

With  the  huge  harbor  works,  city  building,  and 
embankment  construction,  the  market  for  cement  will 
be  so  great  that  a  capital  of  one  to  two  hundred  million 
dollars  should  be  invested  for  the  supply.     This  work 


76  DEVELOPMENT  OF  CHINA 

should  be  started  gradually  in  accord  with  the  accelera- 
tion of  the  other  works  of  the  general  development  so 
that  one  project  will  further  the  other,  and  over-produc- 
tion and  waste  of  capital  individually  in  any  of  the 
parts  of  the  general  scheme  will  be  guarded  against. 
This  will  help  make  each  of  them  a  profitable  business 
by  itself. 


PROGRAM  III 

The  main  feature  of  the  third  program  will  be  the 
construction  of  a  great  southern  port  which  will  com- 
plete the  plan  for  three  first-class  seaports  in  China  as 
proposed  in  the  preliminary  part  of  this  International 
Development  Scheme.  Our  Great  Southern  Port  will 
naturally  be  Canton,  which  is  not  only  the  center  of 
commerce  in  South  China  but  also  the  largest  city  in 
all  China.  Until  recent  times  it  was  the  largest  city  on 
the  coasts  of  the  Pacific,  and  the  center  of  commerce 
of  Asia.  With  the  development  of  China,  Canton  will 
surely  resume  its  former  importance.  Around  this 
southern  metropolis  I  formulate  the  third  program  as 
follows : 

I.     The    Improvement    of    Canton    as    a    World 

Port. 
II.     The  Improvement  of  the  Waterway  System 
of  Canton. 

III.  The  Construction  of  the  Southwestern  Rail- 

way System  of  China. 

IV.  The  Construction  of  Coast  Ports  and  Fishing 

Harbors. 
V.     The  Establishment  of  Shipbuilding  Yards. 
77 


78  THE  INTERNATIONAL 

PART    I 
The  Improvement  of  Canton  as  a  World  Port 

Canton's  position  as  a  seaport  has  been  taken  away 
by  Hongkong  since  its  cession  to  England  after  the 
Opium  War.  But  as  a  commercial  center  of  South 
China,  Canton  still  holds  its  own,  despite  the  advan- 
tages of  deep-water  harbor,  the  artificial  improvements 
of  Hongkong,  and  the  political  dominance  of  England. 
The  loss  of  its  position  as  a  seaport  is  entirely  due  to 
the  ignorance  of  the  Chinese  people  who  never  made 
any  combined  effort  to  improve  the  welfare  of  the 
country,  and  also  to  the  corrupt  government  and  offi- 
cials of  the  Manchu  dynasty.  Since  the  establishment 
of  the  Republic,  the  people  have  begun  to  awake  very 
rapidly  and  many  schemes  have  been  suggested  to  make 
Canton  a  seaport.  This  awakening  of  the  millions  of 
Chinese  has  caused  much  apprehension  to  the  Hong- 
kong Government.  The  authorities  of  that  colony  have 
been  doing  their  utmost  to  hinder  every  move  to  restore 
Canton  as  a  seaport  and  try  to  nip  every  scheme  in  the 
bud.  Of  course,  if  Canton  is  improved  and  made  into 
a  world  port,  then  all  the  services  that  Hongkong  per- 
forms for  her  as  a  shipping  stage  would  be  dispensed 
with  altogether.  But  a  developed  Canton  and  a  pros- 
perous China  will  recompense  Hongkong  in  various 
ways  a  hundred  times  more  than  its  present  position  as 
the  monopolized  ocean  port  of  a  backward  and  poor 
China.  Just  look  at  the  port  of  Victoria  in  British  Co- 


% 

DEVELOPMENT  OF  CHINA  79 

lumbia,  which  was  once  the  only  seaport  of  West  Can- 
ada as  well  as  the  Northwestern  region  of  the  United 
States,  but  it  prospered  very  little  then  with  an  undevel- 
oped hinterland  despite  its  monopolistic  character. 
Whereas  as  soon  as  the  rival  ports  arose,  Vancouver  on 
its  own  side,  and  Seattle  and  Tacoma  on  the  American 
side,  all  within  the  same  distance  as  Hongkong  is  to 
Canton,  all  of  them  because  of  a  developed  hinterland 
prospered  wonderfully,  despite  the  keen  competition 
between  them  as  seaports.  Thus,  we  see  that  com- 
petitive seaports  like  Vancouver,  Seattle,  and  Tacoma 
instead  of  killing  Victoria,  as  was  once  supposed  by 
shortsighted  people,  have  made  it  more  prosperous  than 
ever.  Then,  why  doubt  that  a  prosperous  Canton  and  a 
developed  China  would  not  give  the  same  result  to 
Hongkong?  This  is  but  a  natural  outcome.  There- 
fore, there  should  be  no  fear  that  a  prosperous  Canton 
and  a  developed  China  would  be  harmful  to  Hong- 
kong as  a  free  port.  So,  instead  of  doing  the  utmost  as 
hitherto  to  hinder  the  development  of  Canton  as  a  sea- 
port, the  Hongkong  authorities  should  do  their  utmost 
to  encourage  such  a  project.  Besides,  the  development 
of  Canton  and  South  China  will  benefit  the  English  as 
a  whole  commercially  a  hundred  times  more  than 
Hongkong  can  do  at  present.  Although  the  local 
authorities  of  that  crown  colony  do  not  see  far  enough 
to  realize  it,  however,  I  believe  that  the  great  statesmen 
and  captains  of  industries  in  the  now  mightiest  empire 
of  the  world  would  surely  see  it.  With  this  belief  in 
my  mind  I  feel  quite  safe  in  giving  publicity  to  the 


8o  THE  INTERNATIONAL 

scheme  of  my  international  development  of  Canton  as 
a  world  port  in  South  China. 

Canton  is  situated  at  the  head  of  the  Canton  Delta, 
which  is  formed  by  the  junction  of  three  rivers — the 
Sikiang  or  West  River,  the  Peikiang  or  North  River, 
and  the  Tungkiang  or  East  River.  The  area  of  this 
delta  is  about  3,000  square  miles  and  it  has  the  most 
fertile  alluvial  soil  known  in  China.  The  land  yields 
three  crops  a  year — two  crops  of  rice  and  one  crop  of 
other  products  such  as  potatoes  or  beets.  In  silk 
culture,  it  gives  eight  crops  every  year.  The  most 
delicious  fruits  of  many  varieties  are  produced  in 
this  delta.  This  is  the  most  thickly  populated  district 
of  all  China.  Within  this  delta  and  its  immediate 
neighborhood,  more  than  half  of  the  population  of 
Kwangtung  province  is  found.  This  is  the  reason  why, 
despite  the  great  productivity  of  this  fertile  delta, 
large  quantities  of  foods  have  to  be  supplied  by  the 
surrounding  country  as  well  as  by  foreign  imports. 
Before  the  age  of  machinery  Canton  for  centuries  was 
well  known  as  an  industrial  center  of  Eastern  Asia.  The 
workmanship  and  handicraft  of  its  people  are  still  un- 
equaled  in  many  parts  of  the  world.  If  machinery 
will  be  introduced  in  its  industries  under  our  inter- 
national development  scheme,  Canton  will  soon  recover 
its  former  grandeur  as  a  great  manufacturing  center. 

As  a  world  port,  Canton  is  in  a  most  advantageous 
position.  Being  situated  at  the  junction  of  three  navi- 
gable rivers  and  at  the  head  of  the  ocean  navigation  it 
is  a  pivot  of  inland  water  as  well  as  ocean  communica- 


DEVELOPMENT  OF  CHINA  8i 

tion  in  South  China.  If  the  Southwestern  railway 
system  is  completed,  then  Canton  will  be  equal  in  im- 
portance to  the  two  great  ports  in  North  and  East 
China,  in  regard  to  transportation  facilities.  The  ocean 
approach  of  Canton  is  generally  deep  excepting  at  two 
points  which  can  be  easily  trained  and  dredged  to  enable 
modern  liners  to  pass  in  and  out  at  any  hour.  The 
deep  water  line  of  the  ocean  reaches  up  to  Lingting 
Island,  where  the  depth  is  from  8  to  lo  fathoms. 
Above  Lingting,  the  channel  gets  shallower  (about  3  or 
4  fathoms)  and  runs  about  15  miles  up  to  the  Fumen 
Entrance.  From  this  point  the  water  becomes  deep 
again  (between  6  and  10  fathoms)  right  up  to  the 
Second  Bar — a  distance  of  20  miles.  At  the  Second 
Bar,  the  water  is  about  18  to  20  feet  deep  for  only  a 
few  hundred  yards.  After  crossing  the  Second  Bar, 
the  water  becomes  deep  again  for  a  distance  of  10  miles 
averaging  about  30  feet  deep  up  to  the  First  Bar  which 
will  be  the  city  limit  of  our  future  Canton. 

To  improve  the  Approach  to  Canton,  I  suggest  that 
two  submerged  training  walls  be  built  at  the  left  side 
of  Canton  Estuary  above  Lingting  Island — one  from 
the  shore  to  the  head  of  the  Kongsu  Bank,  and  another 
from  the  end  of  the  same  bank  to  the  head  of  the  Ling- 
ting Bank.  The  first  training  wall  will  be  3  to  4  feet 
under  water  just  at  the  same  level  of  the  bank.  The 
second  wall  will  be  from  4  feet  at  one  end  to  16  feet 
at  the  other,  which  are  the  levels  of  the  respective  banks 
w^hich  it  connects.  (See  (i)  (3)  Map  XL)  It  will  cross 
a  channel  of  24  feet  deep  between  them.     These  two 


82  THE  INTERNATIONAL 

walls  together  with  the  four-foot  Kongsu  Bank  will 
act  as  one  continuous  wall  and  will  direct  the  under- 
current which  now  runs  between  the  left  shore  and 
Lingting  Bank,  into  the  middle  part  of  the  estuary, 
thus  cutting  a  channel  between  the  bar  and  the  bank 
of  the  same  name  to  meet  the  deep  water  on  the  west 
side  of  Lingting  Island.  On  the  right  side  of  the  Can- 
ton Estuary,  a  training  wall  should  be  built  from  the 
lower  part  of  Eraser  Bank  in  a  southeasterly  direction 
across  the  24-foot  channel  into  the  Lingting  Bar  end- 
ing at  the  east  edge  of  that  bar.  (See  (2)  Map  XL) 
Thus,  with  these  submerged  walls  on  both  sides  of  the 
estuary  to  confine  the  undercurrent  in  the  middle,  a 
very  deep  channel  can  be  formed  to  connect  with  the 
Fumen  Entrance  at  one  end  and  the  Lingting  trough 
at  the  other  both  of  which  are  about  50  feet  deep  so 
that  a  thoroughfare  from  deep  sea  right  up  to  the  Sec- 
ond Bar  of  the  Pearl  River  will  be  created. 

These  submerged  sea  walls  taken  together  are  about 
8  miles  in  length  and  will  be  built  only  6  to  12  feet 
from  the  bottom  of  the  sea.  The  expenses  will  not  be 
much  while  the  acceleration  of  the  natural  reclamation 
process  will  be  very  great.  Thus,  the  lands  that  will  be 
formed  on  both  sides  by  these  walls  will  far  more  than 
repay  the  expenses  of  the  work  of  building  these 
walls. 

To  regulate  the  Approach  of  Canton,  in  that  part  of 
the  Pearl  River  from  the  Fumen  Entrance  to  Wham- 
poa,  I  suggest  that  the  East  River  Estuaries  be  concen- 
trated in  a  single  outlet  by  using  the  uppermost  channel 


m 


/6 


/7 
/8 

U 


\20:f7 


izi 


?l; 


21. 


f      i?^: 


.11 


f^\l8 


HO 


^7t    hi 

48 
48 


If  : 

Ik      1^ 

■  u  ■.. 

% 


+  »    MAP  XI 


DEVELOPMENT  OF  CHINA  83 

which  joins  the  Pearl  River  at  the  lower  point  of 
Davids  Island.  The  other  outlets  of  the  East  River, 
which  joins  the  Pearl  River  below  the  Second  Bar, 
should  be  closed  up  by  dams  built  to  the  height  of  the 
normal  water  level  so  as  to  permit  them  to  serve  as  flood 
channels  in  the  rainy  season.  By  concentrating  the 
whole  volume  of  water  of  the  East  River  above  the 
Second  Bar,  a  stronger  current  could  be  obtained  to 
flush  the  upper  part  of  this  section  of  the  river. 

In  the  training  works  of  this  section,  I  propose  that 
several  jetties  should  be  built  as  follows :  First,  a  jetty 
from  Elliot  Island  at  point  (A)  to  the  farther  side  of 
Calcutta  Shoal  opposite  the  lower  point  of  Parker  Is- 
land. This  will  block  the  current  between  Elliot  Island 
and  Calcutta  Shoal  and  divert  it  into  the  present  36- 
foot  channel  thus  making  it  deeper  by  its  natural  force. 
Second,  another  jetty  from  Bolton  Island,  at  point  (B) 
to  midstream  terminating  at  the  lower  side  of  the  Sec- 
ond Bar,  on  the  right  side  of  the  river.  Third,  a  jetty 
from  the  lower  point  of  Pattinger  Island  at  (C)  to 
midstream  terminating  at  the  lower  side  of  the  same 
bar  on  the  left  side  of  the  river.  Thus  the  Second 
Bar  would  be  flushed  by  the  concentrated  current 
created  by  these  two  jetties.  The  shallow  bottom 
above  these  jetties  should  be  dredged  to  the  re- 
quired depth.  If  a  rocky  bottom  is  found  at  this 
bar  it  should  be  blasted  and  removed,  so  as  to  give  a 
uniform  depth  to  the  whole  approach.  Fourth,  the 
channel  between  the  right  bank  of  the  river  and  Bolton 
Island  should  be  blocked  up  at  (D).     Fifth,  a  jetty 


84  THE  INTERNATIONAL 

from  Pattinger  Island  at  (E)  to  the  head  of  the  Second 
Bar  Bank  in  midstream  so  as  to  cut  off  the  current  at 
the  left  side  of  the  river  and  to  increase  the  velocity 
in  the  middle  channel.  Sixth,  a  jetty  from  the  right 
shore  at  (F)  about  midway  between  Danes  Island  and 
the  Second  Bar,  should  be  built  to  the  head  of  the  Mid- 
stream Shoal  so  as  to  cut  off  the  current  at  the  right 
side  of  the  river.  And  seventh,  another  jetty  from 
the  lower  point  of  Davids  Island  at  (G)  to  midstream 
opposite  to  the  end  of  jetty  (F).  Jetties  (G)  and  (F) 
will  concentrate  the  current  of  the  upper  Pearl  River 
while  at  the  same  time  jetty  (G)  will  also  turn  the  East 
River  current  into  the  same  direction  as  that  of  the 
Pearl  River.     (See  Map  XII.) 

By  these  seven  jetties,  the  current  between  Whampoa 
and  Fumen  could  be  controlled  and  the  bottom  of  the 
river  flushed  to  a  depth  of  40  feet  or  more,  thus  creat- 
ing a  thoroughfare  for  ocean-going  steamers  from  the 
open  sea  right  up  to  the  city  of  Canton.  These  jetties 
taken  together  will  be  not  more  than  5  miles  in  length 
and  mostly  in  very  shallow  water.  After  the  building 
of  these  jetties,  land  will  be  rapidly  formed  between 
jetties  along  both  sides  of  the  channel  by  natural 
process.  The  reclaimed  land  alone  will  be  quite 
enough  to  pay  the  expenses  of  constructing  these  jetties, 
aside  from  the  fact  that  the  main  object  of  regulating 
the  river  and  opening  up  a  deep  channel  for  ocean 
transportation  will  have  been  realized. 

Having  dealt  with  the  approach  to  Canton,  we  may 
now  take  up  the  improvement  of  Canton  City  itself 


DEVELOPMENT  OF  CHINA  85 

as  a  world  port.  The  harbor  Hmit  of  Canton  will  be 
at  the  First  Bar.  From  there,  the  harbor  will  follow 
the  deep  water  of  Cambridge  Reach  and  the  water 
between  Whampoa  and  Danes  Island  into  American 
Reach.  At  this  point  it  will  cut  through  Actaeon  Island 
to  the  south  of  Honam  Island  and  follow  the  Elliot 
Passage  to  Alariners  Island.  From  Mariners  Island 
following  the  Fatshan  Creek,  a  straight  channel  should 
be  cut  in  a  southwesterly  direction  to  the  Tamchow 
Channel.  Thus,  a  new  waterway  will  be  made  from 
the  First  Bar  to  Tamchow  Channel,  a  distance  of  about 
25  miles.  This  waterway  will  be  the  main  outlet  of  the 
North  River  as  well  as  a  thoroughfare  for  the  West 
River,  and  will  also  serve  as  the  harbor  of  Canton. 
By  conveying  all  the  water  of  the  North  River  and  a 
part  of  that  of  the  West  River  through  this  waterway, 
the  current  will  be  strong  enough  to  flush  the  harbor 
to  a  depth  of  40  feet  or  more.     (See  Map  XIII.) 

The  new  city  of  Canton  will  be  extended  from 
Whampoa  to  Fatshan,  separated  by  the  Macao  Fort 
and  Shameen  Reaches.  The  section  that  lies  east  of 
this  water  should  be  developed  into  commercial 
quarters  and  that  west  of  it  into  factory  quarters. 
The  factory  section  should  be  transected  by  canals 
connecting  with  the  Fati  and  Fatshan  creeks  so  as  to 
give  cheap  transportation  facilities  to  every  factory. 
In  the  commercial  section,  tidal  wharves  with  modern 
plants  and  warehouses  should  be  provided.  A  bund 
should  be  built  from  the  First  Bar  Island  along  the 
north   side  of  the  new   waterway,   the  west   side  of 


86  THE  INTERNATIONAL 

Honam  to  connect  with  the  bund  of  Shameen,  and  the 
northwestern  side  of  Canton  city.  Another  bund 
should  be  built  from  above  Fati  along  the  east  side 
of  Fati  Island  to  Mariners  Island  thence  turning 
southwest  along  the  left  bank  of  the  new  waterway. 
The  Front  Reach,  that  is,  the  river  between  the  present 
Canton  city  and  Honam  Island  should  be  filled  up 
from  the  upper  point  of  Honam  to  Whampoa  for 
city  building. 

In  regard  to  the  question  of  remuneration,  the  de- 
velopment of  Canton  as  a  world  port  will  be  the  most 
profitable  undertaking  of  the  kind  in  the  International 
Development  Scheme.  Because,  besides  its  command- 
ing position  as  a  commercial  metropolis  and  its  pos- 
session of  advantageous  facilities  as  a  manufacturing 
center  of  South  China,  a  modern  residential  city  is  in 
great  demand  in  this  part  of  the  country.  The  well- 
to-do  people  and  merchants  of  this  rich  delta  as  well 
as  those  retired  Chinese  merchants  and  millionaires 
abroad  all  over  the  world  are  very  eager  to  spend 
their  remaining  days  at  home.  But  owing  to  the  lack 
of  modern  conveniences  and  comforts  they  reluctantly 
remain  in  foreign  countries.  Thus  to  build  a  new  city 
with  modern  equipments  for  residential  purposes 
alone,  in  Canton,  would  pay  splendidly.  The  land 
outside  of  Canton  is  at  present  about  200  dollars  a 
mow.  If  the  land  marked  off  for  the  future  city  of 
Canton  should  be  taken  up  by  the  State  on  the  same 
basis  as  elsewhere  in  this  International  Development 
Scheme,  immediately  after  the   streets  are  laid   out 


MAP  XIV 


MtnkiaTi 


/Konjrnoon 


.Lin^iirtQiey/ 


DEVELOPMENT  OF  CHINA  87 

and  improvements  made,  the  price  of  land  would  rise 
from  ten  to  fifty  times  its  original  value. 

The  landscape  of  the  environment  of  Canton  is  ex- 
ceptionally beautiful  and  charming.  It  is  an  ideal 
place  for  planning  a  garden  city  with  attractive  parks. 
The  location  of  the  city  of  Canton  resembles  that  of 
Nanking  but  is  of  greater  magnitude  and  beauty.  It 
possesses  three  natural  elements — deep  water,  high 
mountains,  and  vast  extent  of  level  land  which  fur- 
nish facilities  for  an  industrial  and  commercial  center 
and  provide  as  well  natural  scenery  for  the  enjoy- 
ment of  man.  The  beautiful  valleys  and  hills  of  the 
northern  shore  of  the  Pearl  River  could  be  laid  out 
for  ideal  winter  resorts  and  the  high  mountain  tops 
could  be  utilized  for  summer  resorts. 

Within  the  city  limits  at  the  northwest  corner,  a 
rich  coal  field  has  been  found.  When  the  coal  is 
mined  and  modern  plants  for  generating  electricity 
and  producing  gas  are  provided,  then  cheap  electricity 
and  gas  could  be  had  for  transportation,  for  manu- 
facturing, for  lighting,  heating,  and  cooking  pur- 
poses. And  so  the  present  wasteful  methods  of  trans- 
portation, and  expensive  fuels  for  manufacturing  and 
cooking  for  the  populous  city  of  Canton  can  be  done 
away  with  entirely.  Thus  great  economic  wonders 
could  be  wrought  by  such  improvements.  The  present 
population  of  Canton  is  over  a  million  and  if  our  de- 
velopment plan  is  carried  out,  this  city  would  grow  in 
leaps  and  bounds  within  a  very  short  time.  The  pop- 
ulation will  become  greater  than  any  other  city  and  the 


88  THE  INTERNATIONAL 

profit  of  our  undertaking  will  become  correspondingly 
large. 

PART  II 
The  Improvement  of  the  Waterway  System  of  Canton 

The  most  important  waterway  system  in  South 
China  is  the  Canton  system.  Besides  this  the  others 
are  not  of  much  importance  and  will  be  dealt  with 
elsewhere  with  their  ports.  In  dealing  with  the  Can- 
ton system  of  waterways,  I  have  to  divide  it  as 
follows : 

a.  The   Canton  Delta. 

b.  The  West  River. 

c.  The  North  River. 

d.  The  East  River. 

a.    The  Canton  Delta 

To  improve  the  Canton  Delta  we  have  to  consider 
the  proposition  from  three  points  of  view:  First, 
the  problem  of  flood  prevention;  second,  the  problem 
of  navigation;  and  third,  the  problem  of  reclamation. 
Each  of  these  problems  affects  the  others  so  the  solu- 
tion of  one  will  help  that  of  the  others. 

First,  the  problem  of  flood  prevention.  The  fre- 
quent repetition  of  floods  in  recent  years  has  wrought 
great  disasters  to  the  people  m  the  neighborhood  of 
Canton.  It  has  destroyed  lives  by  the  thousands  and 
property  by  the  millions.  The  part  which  suffers  most 
is  the  country  between  Canton  and  Lupao,  lying  just 


DEVELOPMENT  OF  CHINA  89 

immediately  north  of  the  Canton  Delta.  This  fatal 
spot  is,  I  think,  created  by  the  silting  up  of  the  main 
outlet  of  the  North  River  immediately  below  Sainam. 
On  account  of  this,  the  North  River  has  to  find  its 
outlets  through  the  West  River  by  the  short  canal  at 
Samshui  and  through  two  small  streams  one  from 
Sainam,  and  another  from  Lupao.  The  former  runs 
in  a  northeasterly  direction  and  the  latter  in  a  south- 
easterly direction  and  they  join  at  Kuanyao.  From 
this  point,  the  river  takes  a  northeasterly  course  as 
far  as  Kumli,  thence,  turning  southeast,  passes  the 
west  suburb  of  Canton.  Since  the  North  River  is 
silted  up  below  Sainam,  its  channel  above  that  spot 
is  also  getting  shallower  every  year.  At  present  the 
river  above  Samshui  city  is  only  about  four  or  five 
feet  deep.  When  the  North  River  rises  its  water  gen- 
erally finds  its  way  into  the  West  River  through  the 
Kongkun  Canal.  But  if  the  West  River  should  rise 
at  the  same  time,  then  there  would  be  no  outlet  for 
the  North  River  and  its  water  would  accumulate  until 
it  overflowed  its  dikes  above  and  below  Lupao.  This 
would  naturally  cause  the  dikes  to  break  at  some  point 
and  allow  the  water  to  rush  out  and  flood  the  whole 
country  that  is  meant  to  be  protected  by  these  dikes. 
The  remedy  for  the  North  River  is  to  reopen  the  main 
outlet  below  Sainam  and  have  the  whole  channel 
dredged  deep  from  Tsingyuen  to  the  sea.  Fortunately, 
in  our  improvement  of  the  navigation  of  the  Canton 
Delta,  we  have  to  do  the  same  thing ;  so  this  one  work 
will  serve  two  purposes. 


90  THE  INTERNATIONAL 

The  remedy  for  the  West  River  is  that  the  shallow 
part  just  at  its  junction  with  the  sea  between  Wang- 
kum,  and  Sanchoo  Islands  should  be  trained  by  walls 
on  both  sides — a  long  one  on  the  left,  and  a  short  one 
on  the  right — so  as  to  concentrate  the  current  to  cut 
the  river  bed  here  to  a  depth  of  twenty  feet  or  more. 
In  this  way,  a  uniform  depth  is  secured,  for  after 
passing  the  Moto  Entrance  the  West  River  has  an 
average  depth  of  20  to  30  feet  right  along  its  whole 
course  through  this  delta.  With  a  uniform  depth  all 
the  way  to  the  sea,  the  undercurrent  will  run  quickly 
and  drain  off  the  flood  water  more  rapidly.  Besides 
the  deepening  process,  both  shores  should  be  regulated 
so  as  to  give  a  uniform  width  to  the  channel.  Mid- 
stream shoals  and  islands  should  be  removed. 

The  East  River  Valley  does  not  suffer  so  severely 
from  floods  as  those  of  the  other  two  rivers,  the  West 
and  the  North,  and  its  remedy  will  be  provided  in 
the  regulation  of  the  river  for  navigation.  This  will 
be  dealt  with  in  that  connection. 

Second,  the  problem  of  navigation  in  the  Canton 
Delta  in  connection  with  the  three  rivers.  In  deal- 
ing with  this  question  we  commence  with  the  West 
River.  In  former  days  the  traffic  between  the  West 
River  Valley  and  Canton  always  passed  through  Fat- 
shan  and  Samshui,  a  distance  of  about  35  miles.  But 
since  the  silting  up  of  the  Fatshan  Channel  below  Sai- 
nam,  the  traffic  has  to  take  a  great  detour  by  descending 
the  Pearl  River  southeastward  as  far  as  Fumen,  then 
turn  northwest  into  the  Shawan  Channel,  then  south- 


vatna.ffi    [\Canton 
•HI  m 


ft 


Sanon 


0 


^ 


MAPXVr 


/  > 


+  IS 


&reat//orifien 


(§)  SegorvdCUs^Port: 

®  TiUrdClassport 
"^      ^    ^ 

^  fx>reu/r\,  Occupied  Port 

{fyiuszeJcanff   S    efl^ 
{VC/tM.n^tickany  ^  ^  .'^ 


r/)/' 


HoaryHc 
Haichoi 


\Joa 


*(ff> 


Tsingtaxu 


f^;< 


Great  Eastern  P., 


/7> 


J)X 


fH 


myu^li^an^  >«frH% 


\Fbochofr 


GreatSouthiTf 


Tuk 


(f2^ 


fi\, 


Ifk 


Hon^f<onf^  ^ 
Hoihou  D  & 


DEVELOPMENT  OF  CHINA  91 

east  into  the  Tamchow  Channel,  and  then  west  Into  the 
TaiHang  Channel  and  south  into  the  Junction  Channel 
and  Maning  Reach.  Here  it  enters  into  the  West 
River  and  runs  a  northwesterly  direction  up  to  Sam- 
shui  Junction  on  this  river.  The  whole  journey  covers 
a  distance  of  about  95  miles,  which  compared  with 
the  old  route  is  longer  by  60  miles.  The  traffic  be- 
tween Canton  and  the  West  River  Valley  is  very 
great.  At  present  there  are  many  thousands  of 
steam  launches  plying  between  Canton  City  and  the 
outlying  districts,  and  more  than  half  of  that  number 
are  carrying  traffic  to  and  fro  on  the  West  River. 
Every  boat  has  to  run  95  miles  on  each  trip  whereas 
if  the  channel  between  Samshui  and  Canton  is  im- 
proved, the  distance  would  be  only  35  miles.  What 
a  great  saving  it  will  be ! 

In  our  project  to  improve  the  Canton  Approach  and 
Harbor,  I  suggested  the  draining  of  a  deep  channel 
from  the  sea  to  Whampoa  and  from  Whampoa  to 
Tamchow  Channel.  We  now  have  to  prolong  this 
channel  from  its  Tamchow  Junction  up  to  Samshui 
Junction  on  the  West  River.  This  Channel  should 
be  made  at  least  20  feet  deep  so  as  to  join  the  deeper 
water  of  the  West  River  above  the  Samshui  Junction. 
And  the  same  depth  should  be  maintained  in  the  North 
River  itself  some  distance  above  Samshui,  so  as  to 
give  facility  for  the  navigation  of  larger  vessels  up 
the  river  when  the  w^hole  waterway  is  improved. 

To  improve  the  East  River  for  navigation  in  the 
Canton  Delta  we  should  concentrate  the  current  of  its 


92  THE  INTERNATIONAL 

estuaries  into  one  single  outlet  by  using  the  right 
channel  which  joins  the  Pearl  River  at  Davids  Island, 
thus  deepening  the  channel  as  well  as  shortening  the 
distance  between  Canton  and  the  East  River  districts 
when  the  upper  part  of  the  river  is  improved. 

Another  improvement  in  the  Canton  Delta  for 
navigation  is  the  opening  of  a  straight  canal  between 
Canton  City  and  Kongmoon  so  as  to  shorten  the  pas- 
sage of  the  heavy  traffic  between  this  metropolis  and 
the  Szeyap  districts.  This  canal  should  begin  by 
straightening  the  Chanchun  Creek  south  of  Canton  as 
far  as  Tsznai.  Then  crossing  the  Tamchow  Channel 
it  should  enter  into  the  Shuntuck  Creek  and  follow 
this  creek  to  its  end  emerging  into  the  Shuntuck 
Branch  at  right  angles.  From  there,  a  new  canal 
must  be  cut  straight  to  the  turn  of  the  Tailiang  Chan- 
nel near  Yungki,  then  the  canal  should  follow  this 
channel  through  Yellow  Reach  as  far  as  the  Junction 
Bend.  Here  another  new  canal  must  be  cut  through 
to  the  Hoichow  Creek,  then  it  should  follow  Kuchan 
Channel  to  the  main  channel  of  the  West  River,  and 
crossing  it  enter  into  the  Kongmoon  Branch.  Thus, 
a  straight  canal  can  be  formed  between  Canton  and 
Kongmoon.  In  order  to  understand  the  improvement 
of  the  Canton  Delta  more  clearly  see  Maps  XIV  and 
XV. 

Third,  the  problem  of  reclamation.  A  very  profi- 
table undertaking  in  the  Canton  Delta  is  the  reclama- 
tion of  new  land.  This  process  has  been  going  on 
for  centuries.     Many  thousands  of  acres  of  new  land 


DEVELOPMENT  OF  CHINA  93 

are  thus  being  added  to  cultivation  from  year  to  year. 
But  hitherto  all  the  reclamation  has  been  effected 
by  private  enterprise  only,  and  there  are  no  regula- 
tions for  it.  So  sometimes  this  private  enterprise 
causes  great  detriment  to  public  welfare  such  as 
blocking  up  navigable  channels  and  causing  floods. 
A  glaring  case  is  the  reclamation  work  just  above  the 
Moto  Islands,  which  blocks  more  than  half  of  the  Main 
Channel  of  the  West  River.  In  the  regulation  of  the 
West  River,  I  propose  to  cut  this  new  land  away.  In 
order  to  protect  the  public  welfare,  the  reclamation 
work  in  this  Delta  must  be  taken  up  by  the  State  and 
the  profits  must  go  to  defray  the  expenses  of  improving 
this  waterway  system  for  navigation,  as  well  as  for  the 
prevention  of  floods.  At  present,  the  area  that  can  be 
gradually  reclaimed  is  large  in  extent.  On  the  left  side 
of  the  Canton  Estuary,  the  available  area  is  about  40 
square  miles,  and  on  the  right  side,  about  140  square 
miles.  On  the  estuaries  of  the  West  River  from  Macao 
to  Tongkwa  Island,  there  is  an  available  area  of  about 
200  square  miles.  Of  the  380  square  miles,  about 
one  fourth  would  be  ready  for  reclamation  within 
the  next  ten  years.  That  is  to  say  about  95  square 
miles  could  be  reclaimed  and  put  to  cultivation 
within  a  decade.  As  one  square  mile  contains  640  acres 
and  one  acre  six  mow,  so  95  square  miles  will  be  equal 
to  364,800  mow.  As  cultivated  land  in  this  part  of 
China  generally  costs  more  than  fifty  dollars  a  mow,  so, 
if  fifty  dollars  be  taken  as  the  average  rate,  the  value 
of  these  364,800  mow  would  amount  to  $18,240,000. 


94  THE  INTERNATIONAL 

This  will  help  a  great  deal  to  defray  the  expenses  of 
improving  the  waterway  for  navigation  and  for  pre- 
venting floods  in  this  Delta. 


b.    ThQ  West  River 

The  West  River  is  at  present  navigable  for  compar- 
atively large  river  steamers  up  to  Wuchow,  a  distance 
of  220  miles  by  water  from  Canton,  and  for  small 
steamers  up  to  Nanning,  a  distance  of  500  miles  from 
Canton,  at  all  seasons.  As  for  small  crafts,  the  West 
River  is  navigable  in  most  of  its  branches,  west  to  the 
Yunnan  frontier,  north  to  Kweichow,  northeast  to 
Hunan  and  the  Yangtze  Valley  by  the  Shingan  Canal. 

In  improving  the  West  River  for  navigation  I  shall 
divide  the  work  into  subsections  as  follows : 

( 1 )  From  Samshui  to  Wuchow. 

(2)  From  Wucliow  to  the  junction  of  the  Liuki- 

ang. 

(3)  Kweikiang  or  the   North   Branch   of   the 

West  River  from  Wuchow  to  Kwei- 
lin  and  beyond. 

(4)  The  South  Branch  from  Shunchow  to  Nan- 

ning. 

( I )  From  Samshui  to  Wuchow.  This  part  of  the 
West  River  is  generally  deep  and  does  not  need  much 
improvement  for  vessels  up  to  ten- foot  draught  except- 
ing at  a  few  points.  The  midstream  rocks  should  be 
blasted  and  removed  and  sand  banks  and  dilating  parts 


DEVELOPMENT  OF  CHINA  95 

should  be  regulated  by  submerged  dikes  to  secure  a 
uniform  channel  and  to  make  the  velocity  of  the  cur- 
rent even,  so  that  a  stable  fairway  could  be  maintained 
all  the  year  round.  The  traffic  of  this  river  would  be 
sufficiently  great  to  pay  for  all  the  improvements  which 
we  propose  to  make. 

(2)  From  Wuchow  to  the  Junction  of  the  Liuki- 
ang.  At  this  junction,  a  river  port  should  be  built  to 
connect  the  deep  navigation  from  the  sea  and  the  shal- 
low navigation  of  Hungshui  Kiang  and  the  Liukiang 
which  penetrate  the  rich  mineral  districts  of  North- 
west Kwangsi  and  Southwest  Kweichow.  This  port 
will  be  about  fifty  miles  from  Shunchow  which  is  the 
junction  of  the  Nanning  branch  of  the  river.  So  here 
we  have  only  to  improve  a  distance  of  fifty  miles,  for 
the  improvement  of  the  river  between  Shunchow  and 
Wuchow  will  be  included  in  the  plan  for  the  Nanning 
Port.  Dams  and  locks  would  be  necessary  to  make  this 
part  of  the  river  navigable  for  ten-foot  draught  vessels. 
But  these  dams  at  the  same  time  would  serve  the  pur- 
pose of  producing  water  power. 

(3)  Kweikiang  or  the  North  Branch  of  the  West 
River  from  Wuchow  to  Kweilin  and  beyond.  As 
Kweikiang  is  smaller,  shallower  and  has  more  rapids 
along  its  course,  so  its  improvement  will  be  more  dif- 
ficult than  that  of  the  other  parts  of  the  waterway.  But 
this  will  be  a  very  profitable  proposition  in  this  South- 
ern waterway  project,  for  this  river  not  only  serves  the 
purpose  of  transportation  in  this  rich  territory  but  will 
also  serve  as  a  passage  for  through  traffic  between  the 


96  THE  INTERNATIONAL 

Yangtze  and  the  West  River  valleys.  The  improve- 
ment should  commence  from  the  junction  at  VVuchow 
up  to  Kweilin,  and  thence  upward  to  the  Shingan 
Canal,  then  downward  to  the  Siang  River,  and  thereby 
connecting  with  the  Yangtze  River.  A  series  of  dams 
and  locks  should  be  built  for  vessels  to  ascend  to  the 
inter-watershed  canal  and  another  series  should  de- 
scend on  the  other  side.  The  expenses  of  building 
these  two  series  of  dams  and  locks  could  not  be  esti- 
mated until  accurate  surveys  are  made.  But  I  am  sure 
this  project  w^ill  be  a  paying  one. 

(4)  From  Shunchow  to  Nanning.  This  portion  of 
the  Yuhkiang  is  navigable  for  small  steamers  up  to 
Nanning,  the  center  of  commerce  in  South  Kwangsi. 
From  Nanning  small  crafts  can  navigate  through  the 
Yuhkiang  as  far  as  the  east  border  of  Yunnan,  and 
through  Tsokiang  as  far  as  the  north  border  of  Tong- 
king.  If  this  waterway  be  improved  up  to  Nanning, 
then  it  would  be  the  nearest  deep  river  port  for  the  rich 
mineral  districts  of  the  whole  southwest  corner  of 
China,  which  includes  the  whole  province  of  Yunnan, 
a  greater  part  of  Kweichow  and  half  of  Kwangsi. 
The  immediate  neighborhood  of  Nanning  is  also  very 
rich  in  minerals,  such  as  antimony,  tin,  iron,  coal  and 
also  in  agricultural  products.  So  to  make  Nanning  the 
head  of  a  deep  water  communication  system  will  be  a 
paying  proposition.  To  improve  the  waterway  up  to 
Nanning,  a  few  dams  and  locks  along  its  course  will 
have  to  be  built  for  vessels  of  ten-foot  draught  to  go  up 
as  well  as  for  water  power.    The  expense  for  this  work 


DEVELOPMENT  OF  CHINA  97 

cannot  be  estimated  without  detailed  surveys  but  it 
would  probably  be  much  less  than  the  improvement  of 
Kweikiang  from  Wuchow  to  the  Shingan  Canal. 

c.    The  North  River 

The  North  River  from  Samshui  to  Shiuchow  is 
about  140  miles  long.  The  greater  part  of  its  course 
is  confined  in  the  hilly  districts,  but  after  it  emerges 
from  the  Tsingyuen  Gorge  it  comes  into  a  wide,  open 
country,  which  connects  with  the  plain  of  Canton. 
Here  the  dangerous  floods  occur  most  often.  Since  the 
silting  up  of  its  proper  outlet  below  Sainam,  the  North 
River  from  that  point  up  to  the  gorge  has  become  shal- 
lower every  year,  so  the  dikes  at  the  left  side,  that  is, 
on  the  side  of  the  plain,  often  break  thus  causing  the 
inundation  of  the  whole  plain  above  Canton.  Thus  the 
regulation  of  the  river  at  this  part  has  two  aspects  to  be 
considered :  First,  the  prevention  of  floods  and  second, 
the  improvement  for  navigation.  In  dealing  with  the 
first  aspect  nothing  could  be  better  than  deepening  the 
river  by  dredging.  In  the  improvement  of  the  Canton 
Approach  and  Harbor  and  also  of  the  Canton  Delta, 
we  have  to  cut  a  deep  channel  right  from  the  deep  sea 
up  to  Sainam.  In  the  improvement  of  the  lower  part 
of  the  North  River,  we  have  simply  to  continue  the 
cutting  process  higher  up  until  we  have  a  deep  channel, 
say  1 5  to  20  feet  as  far  as  the  Tsingyuen  Gorge,  either 
by  artificial  or  natural  means.  By  this  deepening  of  the 
bottom  of  the  river,  the  present  height  of  the  dikes  will 


98  THE  INTERNATIONAL 

be   quite   enough   to   protect  the  plains    from   being 
flooded. 

In  dealing  with  the  second  aspect,  as  we  have  already 
deepened  the  part  of  the  river  from  Sainam  to  the 
Tsingyuen  Gorge  for  flood  prevention,  we  have  at  the 
same  time  solved  the  navigation  question.  It  has  now 
only  the  upper  part  to  be  dealt  with.  I  propose  to  make 
this  river  navigable  up  to  Shiuchow,  the  center  of  com- 
merce as  well  as  the  center  of  the  coal  and  iron  fields 
of  Northern  Kwangtung.  To  improve  the  part  above 
the  gorge  for  navigation,  dams  and  locks  should  be 
built  in  one  or  two  places  before  a  ten-foot  draught 
vessel  can  ascend  up  to  that  point.  Although  this  river 
is  parallel  with  the  Hankow-Canton  Railway,  yet  if  the 
coal  and  iron  fields  of  Shiuchow  are  properly  developed, 
a  deep  waterway  will  still  be  needed  for  cheap  transpor- 
tation of  such  heavy  freight  as  iron  and  coal  to  the 
coast.  So  to  build  dams  for  water  power  and  to  con- 
struct locks  for  navigation  in  this  river  will  be  a  profit- 
able undertaking  as  well  as  a  necessary  condition  for 
the  development  of  this  part  of  the  country. 

d.    The  East  River 

The  East  River  is  navigable  for  shallow  crafts  up 
to  Laolung  Sze,  a  distance  of  about  170  miles  from 
the  estuary  at  the  lower  point  of  Davids  Island  near 
Whampoa.  Along  its  upper  course,  rich  iron  and  coal 
deposits  are  found.  Iron  has  been  mined  here  since 
time  immemorial.    At  present  most  of  the  utensils  used 


DEVELOPMENT  OF  CHINA  99 

in  this  province  are  manufactured  from  the  iron  mined 
So  to  make  a  deep  navigable  waterway  up  to  these  iron 
and  coal  fields  will  be  most  remunerative. 

To  improve  the  East  River  for  navigation  as  well  as 
for  flood  prevention,  I  propose  to  start  the  work  at  the 
lower  point  of  Davids  Island  as  stated  in  the  improve- 
ment of  the  Canton  Approach.  From  here,  a  deep 
channel  should  be  dredged  up  to  Suntang,  and  a  mile 
above  that  point  a  new  channel  should  be  opened  in  the 
direction  of  Tungkun  city,  by  connecting  the  various 
arms  of  water  between  these  two  places  and  joining 
the  left  branch  of  the  East  River  immediately  above 
Tungkun  city.  All  other  channels  leading  from  this 
new  channel  to  the  Pearl  River  should  be  closed  up  to 
normal  water  level  so  as  to  make  these  closed-up  chan- 
nels serve  as  flood  outlets  in  rainy  seasons.  Thus  by 
blocking  up  the  rest  of  the  estuaries  of  the  East  River, 
all  the  water  would  form  one  strong  current  which 
would  dredge  the  river  bottom  deeper,  and  maintain  the 
depth  permanently.  The  body  of  the  river  should  be 
trained  to  a  uniform  width  right  along  its  course  up  to 
tidal  point,  and  above  this  point,  the  river  should  be  nar- 
rowed in  proportion  to  its  volume  of  water.  Thus  the 
whole  river  would  dredge  itself  deep  far  up  above  Wai- 
chow  city.  The  railway  bridge  at  the  south  side  of 
Shelung  should  be  made  a  turning  bridge  so  as  to  permit 
large  steamers  to  pass  through  it.  Some  sharp  turns  of 
the  river  should  be  reduced  to  gentle  curves  and  mid- 
stream obstacles  should  be  removed.  The  portion  of  the 
river  above  Waichow  should  be  provided  with  dams  and 


loo  THE  INTERNATIONAL 

locks  so  as  to  enable  ten- foot  draught  vessels  to  ascend 
as  near  as  possible  to  the  iron  and  coal  fields  in  the 
valley. 

PART    III 

The  Construction  of  the  Southwestern  Railway 
System  of  China 

The  southwestern  part  of  China  comprises  Szech- 
wan,  the  largest  and  richest  province  of  China  Proper, 
Yunnan,  the  second  largest  province,  Kwangsi  and 
Kweichow  which  are  rich  in  mineral  resources,  and  a 
part  of  Hunan  and  Kwangtung.  It  has  an  area  of 
600,000  square  miles,  and  a  population  of  over  100,- 
000,000.  This  large  and  populous  part  of  China  is 
almost  untouched  by  railways,  except  a  French  line  of 
narrow  gauge  from  Laokay  to  Yunnanfu,  covering  a 
distance  of  290  miles. 

There  are  great  possibilities  for  railway  develop- 
ment in  this  part  of  the  country.  A  network  of  lines 
should  radiate  fan-like  from  Canton  as  pivot  to  con- 
nect every  important  city  and  rich  mineral  field  with 
the  Great  Southern  Port.  The  construction  of  rail- 
ways in  this  part  of  China  is  not  only  needed  for  the 
development  of  Canton  but  also  is  essential  for  the 
prosperity  of  all  the  southwestern  provinces.  With  the 
construction  of  railways  rich  mines  of  various  kinds 
could  be  developed  and  cities  and  towns  could  be  built 
along  the  lines.     Developed  lands  are  still  very  cheap 


DEVELOPMENT  OF  CHINA  loi 

and  undeveloped  lands  and  those  with  mining  possibili- 
ties cost  almost  next  to  nothing  even  though  not  state 
owned.  So  if  all  the  future  city  sites  and  mining  lands 
be  taken  up  by  the  government  before  railway  con- 
struction is  started,  the  profit  would  be  enormous. 
Thus  no  matter  how  large  a  sum  is  invested  in  railway 
construction,  the  payment  of  its  interest  and  principal 
will  be  assured.  Besides,  the  development  of  Canton 
as  a  world  port  is  entirely  dependent  upon  this  system 
of  railways.  If  there  be  no  such  network  of  railway 
traversing  the  length  and  breadth  of  the  southwestern 
section  of  China,  Canton  could  not  be  developed  up  to 
our  expectations. 

The  southwestern  section  of  China  is  very  moun- 
tainous, except  the  Canton  and  Chengtu  plains,  which 
have  an  area  of  from  3,000  to  4,000  square  miles  each. 
The  rest  of  the  country  is  made  up  almost  entirely  of 
hills  and  valleys  with  more  or  less  open  space  here  and 
there.  The  mountains  in  the  eastern  part  of  this  section 
are  seldom  over  3,000  feet  high  but  those  near  the 
Tibetan  frontier  generally  have  an  altitude  of  10,000 
feet  or  more.  The  engineering  difficulties  in  building 
these  railways  are  much  greater  than  those  of  the 
northwestern  plain.  Many  tunnels  and  loops  will  have 
to  be  constructed  and  so  the  construction  costs  of  the 
railway  per  mile  will  be  greater  than  in  other  parts 
of  China. 

With  Canton  as  the  terminus  of  this  system  of  rail- 
roads, I  propose  that  the  following  lines  be  con- 
structed : 


102  THE  INTERNATIONAL 

a.  The  Canton-Chungking  line  via  Hunan. 

b.  The    Canton-Chungking   Hne   via   Hunan   and 

Kweichow. 

c.  The  Canton-Chengtu  Hne  via  Kweihn  and  Lu- 

chow. 

d.  The    Canton-Chengtu    Hne    via    Wuchow    and 

Suifu. 

e.  The  Canton- Yunnan fu-TaH-Tengyueh  Hne  end- 

ing at  the  Burma  border. 

f .  The  Canton-Szemao  Hne. 

g.  The  Canton- Yamchow  Hne  ending  at  Tunghing, 

on  the  Annam  border. 

a.     The  Canton-Chungking  Line  via  Hunan 

This  Hne  will  start  from  Canton  and  follow  the  same 
direction  as  the  Canton-Hankow  line  as  far  as  the 
junction  of  the  Linkiang  with  the  North  River.  From 
that  point  the  railroad  turns  into  the  valley  of  Linki- 
ang, and  follows  the  course  of  the  river  upward  above 
the  city  of  Linchow.  There  it  crosses  the  watershed 
between  the  Linkiang  and  the  Taokiang  and  proceeds 
to  Taochow,  Hunan.  Thence  it  follows  the  Taokiang 
to  Yungchow,  Paoking,  Sinhwa,  and  Shenchow,  and 
up  to  Peiho  across  the  boundary  of  Hunan  into 
Szechwan  by  Yuyang.  From  Yuyang  the  line 
proceeds  across  the  mountain  to  Nanchuen,  thence  to 
Chungking  after  crossing  the  Yangtze.  This  railway 
which  has  a  total  length  of  about  900  miles  passes 
through  a  rich  mineral  and  agricultural  country.     In 


DEVELOPMENT  OF  CHINA  103 

the  Linchow  district  north  of  Kwangtung,  rich  coal, 
antimony,  and  wolfram  deposits  are  found;  in  south- 
western Hunan,  tin,  antimony,  coal,  iron,  copper  and 
silver;  and  at  Yuyang,  east  of  Szechwan,  antimony 
and  quicksilver.  Among  agricultural  products  found 
along  this  line  we  may  mention  sugar,  groundnuts, 
hemp,  tung  oil,  tea,  cotton,  tobacco,  silk,  grains,  etc. 
There  is  also  an  abundance  of  timber,  bamboo  and 
various  kinds  of  forest  products. 

b.    The  Canton-Chungking  Line  via  Hunan  and 
Kweichow 

This  line  is  about  800  miles  in  length,  but  as  it  runs 
in  the  same  track  with  line  (a)  from  Canton  to  Tao- 
chow,  a  distance  of  about  250  miles,  it  leaves  only  550 
miles  to  be  accounted  for.  This  line,  therefore,  actually 
begins  at  Taochow,  Hunan,  and  goes  through  the 
northeastern  corner  of  Kwangsi  passing  by  Chuan- 
chow,  and  then  through  the  southwestern  corner  of 
Hunan  passing  by  Chengpu  and  Tsingchow.  Thence 
it  enters  into  Kweichow  by  Sankiang  and  Tsingkiang 
and  crosses  a  range  of  hill  to  Chengyuan.  From 
Cheng>'uan  this  line  has  to  cross  the  watershed  between 
Yuan  Kiang  and  Wukiang  to  Tsunyi.  From  Tsunyi 
it  will  follow  the  trade  route  which  leads  to  Kikiang 
and  then  crosses  the  Yangtze  by  the  same  bridge  as  line 
(a)  to  Chungking.  This  railway  will  also  pass  through 
rich  mineral  and  timber  districts. 


104  THE  INTERNATIONAL 

c.  The  Canton-Chengtu  Line  via  Kweilin  and  Luchow 

This  Hne  is  about  i,ooo  miles  long.  It  runs  from 
Canton  directly  west  to  Samshui,  where  it  crosses  the 
North  River  to  the  mouth  of  Suikong.  Then,  it 
ascends  the  valley  of  the  same  name  to  Szewui  and 
Kvvongning.  Next,  it  enters  into  Kwangsi  at  Waisap, 
thence  to  Hohsien  and  Pinglo.  From  there  it  follows 
the  course  of  the  Kweikiang  up  to  Kweilin.  Thus  the 
rich  iron  and  coal  fields  that  lie  between  these  two 
provincial  capitals,  Canton  and  Kweilin,  will  be  tapped. 
From  Kweilin  the  road  turns  west  to  Yungning  and 
then  proceeds  to  follow  the  Liukiang  valley  into  Kwei- 
chow  province  at  Kuchow.  From  Kuchow  it  goes  to 
Tukiang  and  Pachai  and  following  the  same  valley  it 
crosses  a  range  of  hills  into  Pingyueh,  thence  it  goes 
across  the  Yuankiang  watershed  into  the  Wukiang 
valley  at  Wengan  and  Yosejen.  From  Yosejen  it 
follows  the  trade  route  through  Luipien  hills  to  Jen- 
hwai,  Chishui,  and  Nachi.  Then  it  crosses  the 
Yangtzekiang  to  Luchow.  From  Luchow,  it  runs 
through  Lungchang,  Neikiang,  Tzechow,  Tseyang  and 
Kienchow  to  Chengtu.  The  last  part  of  the  line  trav- 
erses very  rich  and  populous  districts  of  the  famous 
Red  Basin  of  Szechwan  province.  The  middle  portion 
of  this  line  between  Kweilin  and  Luchow  lies  in  a  very 
rich  mineral  country  which  possesses  great  possibilities 
for  further  development.  This  line  will  open  up  a 
thinly  populated  part  for  the  crowded  districts  at  both 
ends  of  the  line. 


DEVELOPMENT  OF  CHINA  105 

d.    The  Canton-Chengtu  Line  via  Wuchow  and  Suifu 

This  Hne  is  about  1,200  miles  in  distance.  It  com- 
mences at  the  west  end  of  the  Samshui  bridge  which 
crosses  the  North  River  at  that  point  for  hne  (c),  and 
following  the  left  bank  of  the  West  River  enters  the 
Shiuhing  Gorge  to  the  Shiuhing  city.  It  passes  Tak- 
hing,  Wuchow,  and  Tahwang  along  the  same  bank. 
While  the  river  here  turns  southwestwards  the  line 
turns  northwestwards  to  Siangchow  and  then  crosses 
Liukiang  to  Liuchow  and  Kingyuan.  Then  it  goes  to 
Szegenhsien  and  across  the  Kwangsi  and  Kweichow 
border  to  Tushan  and  Tuyun.  From  Tuyun  the  line 
turns  more  westerly  to  Kweiyang,  the  capital  of 
Kweichow  Province.  Next,  it  proceeds  to  Kiensi  and 
Tating  and  then  leaving  the  Kweichow  border  at 
Pichieh  it  enters  Yunnan  at  Chenhiung.  Turning 
northward  to  Lohsintu  and  crossing  the  Szechwan 
border  at  that  point,  it  proceeds  to  Suifu.  From  Suifu 
the  road  follows  the  course  of  the  Minkiang,  passes 
by  Kiating  and  enters  the  Chengtu  plain  to  Chengtu, 
the  capital  of  Szechwan.  This  line  runs  from  one 
densely  populated  district  to  another  and  passes  through 
a  wide  strip  of  thinly  populated  and  undeveloped 
country  in  the  middle.  Along  its  course  many  rich 
iron  and  coal  fields,  silver,  tin,  antimony,  and  other 
valuable  metal  deposits  are  found. 

e.     The  Canton-Yunnanfu-Tali-Tengyueh  Line 

This  line  is  about  1,300  miles  in  length  from  Canton 
to  the  Burma  border  at  Tengyueh.    The  first  300  miles 


io6  THE  INTERNATIONAL 

of  the  line  from  Canton  to  Tahwang  will  be  the  same 
as  line  (d).  From  the  Tahwang  junction  this  line 
branches  off  to  Wusuan  and  following  in  a  general 
way  the  course  of  the  Hungshui  Kiang  passes  through 
Tsienkiang  and  Tunglan.  Then  it  cuts  across  the 
southwestern  corner  of  Kweichow  province  passing 
by  Sinyihsien  and  thence  enters  Yunnan  province  at 
Loping  and  by  way  of  Luliang  to  Yunnanfu,  the  cap- 
ital of  the  province.  From  Yunnanfu  this  line  runs 
through  Tsuyung  to  Tali,  then  turns  southwestwards 
to  Yungchang  and  Tengyueh  ending  at  the  Burma 
border. 

At  Tunglan,  near  the  Kweichow  border  in  Kwangsi, 
a  branch  line  of  about  400  miles  should  be  projected. 
This  line  should  follow  the  Pepan  Kiang  valley,  up  to 
Kotuho,  and  Weining.  Thence  it  enters  Yunnan  at 
Chaotung,  and  crosses  the  Yangtze  River  at  Hokeow, 
where  it  enters  Szechwan.  Crossing  the  Taliang 
mountain,  it  goes  to  Ningyuan.  This  branch  line  taps 
the  famous  copper  field  between  Chaotung  and  Ning- 
yuan, the  richest  of  its  kind  in  China. 

The  main  line  running  through  the  length  of 
Kwangsi  and  Yunnan  from  east  to  west,  will  be  of 
international  importance,  for  at  the  frontier  it  will 
join  the  Rangoon  Bhamo  line  of  the  Burmese  Railway 
System.  It  will  be  the  shortest  road  from  India  to 
China.  It  will  bring  the  two  populous  countries  nearer 
to  each  other  than  now.  By  the  new  way  the  journey 
can  be  made  in  a  few  days,  whereas  by  the  present 
sea-route  it  takes  as  many  weeks. 


DEVELOPMENT  OF  CHINA  107 

f.    The  Canton-Szemao  Line 

This  line  to  the  border  of  Burma  is  about  1,100 
miles  long.  It  starts  from  south  of  Canton,  passes 
Fatshan,  Kunshan,  and  crosses  the  West  River  from 
Taipinghii  to  Samchowhii.  Thence  it  proceeds  to 
Koming,  Sinhing,  and  Loting.  After  passing  Loting 
it  crosses  the  Kwangsi  border  at  Pingho,  and  proceeds 
to  Junghsien  and  then  westward,  crossing  the  Yukiang 
branch  of  the  West  River,  to  Kweihsien.  Thence  it 
runs  north  of  Yukiang  to  Nanning.  At  Nanning  a 
branch  line  of  120  miles  should  be  projected.  Follow- 
ing the  course  of  the  Tsokiang  it  goes  to  Lungchow 
where  it  turns  southward  to  Chennankwan  on  the 
Tongking  border  to  join  the  French  line  at  that  point. 
The  main  line  from  Nanning  proceeds  in  the  same 
course  as  the  upper  Yukiang  to  Poseh.  Then  it  crosses 
the  border  into  Yunnan  at  Poyai,  and  by  way  of 
Pamen,  Koukan,  Tungtu  and  Putsitang  to  Amichow, 
where  it  crosses  the  French  Laokay- Yunnan  line. 
From  Amichow  it  proceeds  to  Linanfu,  Shihping  and 
Yuankiang  where  it  crosses  the  river  of  the  same  name. 
Thence  it  passes  through  Talang,  Puerhfu  and  Szemao 
and  finally  ends  at  the  border  of  Burma  near  the 
Mekong  River.  This  line  taps  the  rich  tin,  silver,  and 
antimony  deposits  of  south  Yunnan  and  Kwangsi, 
while  rich  iron  and  coal  fields  are  found  right  along 
the  whole  line.  Gold,  copper,  mercury,  and  lead  are 
also  found  in  many  places.  As  regards  agricultural 
products,  rice  and  groundnuts  are  found  in  great  abun- 


io8  THE  INTERNATIONAL 

dance,  also  camphor,  cassia,  sugar,  tobacco,  and  vari- 
ous kinds  of  fruits. 

g.    The  Canton-Yamchow  Line 

This  Hne  is  about  400  miles  long  measuring  from  the 
west  end  of  the  Sikiang  bridge.  Starting  from  Canton 
it  runs  on  the  tracks  of  line  (f )  as  far  as  the  farther 
side  of  the  bridge  over  the  West  River.  Thence  it 
branches  off  to  the  southwest  to  Hoiping  and  Yanping, 
and  by  way  of  Yeungchun  to  Kochow  and  Fachow. 
At  Fachow,  a  branch  line  of  100  miles  should  be  pro- 
jected to  Suikai,  Luichow  and  Haian  on  the  Hainan 
Straits  where,  by  means  of  a  ferry,  it  connects  with 
Hainan  Island.  The  mainline  continues  from  Fachow 
westward  to  Sheshing,  Limchow,  Yamchow  and  ends 
on  the  Annam  border  at  Tunghing,  where  it  may  con- 
nect with  a  French  line  to  Haiphong.  This  line  is 
entirely  within  the  Kwangtung  province.  It  passes 
through  a  very  populous  and  productive  country.  Coal 
and  iron  are  found  along  the  whole  line,  while  gold  and 
antimony,  in  some  parts.  Agricultural  products,  as 
sugar,  silk,  camphor,  ramie,  indigo,  groundnuts,  and 
various  kinds  of  fruits  are  raised  here. 

The  total  length  of  this  system  as  outlined  above  is 
about  6,700  miles.  In  addition  there  will  be  two  con- 
necting lines  between  Chengtu  and  Chungking ;  another 
from  east  of  Tsunyi  on  line  (b)  southward  to  Wengan 
on  line  (c) ;  another  from  Pingyueh  on  line  (c)  to 
Tuyun   on   line    (d) ;    another    from   the    border   of 


DEVELOPMENT  OF  CHINA  109 

Kweichow  on  line  (d)  through  Nantan  and  Noti  to 
Tunglan  on  line  (e),  thence  through  Szecheng  to  Poseh 
on  line  (f).  These  connecting  lines  total  about  600 
miles.     So  the  grand  total  will  be  about  7,300  miles. 

This  system  will  be  intersected  by  three  lines.  First, 
the  existing  French  line  from  Laokay  to  Yunnanfu 
with  a  projected  line  from  Yunnanfu  to  Chungking 
crosses  line  (f )  at  Amichow,  line  (e)  at  Weining,  line 
(d)  at  Suifu,  line  (c)  at  Luchow,  and  meets  lines  (a) 
and  (b)  at  Chungking.  Second,  the  projected  British 
line  from  Shasi  to  Sinyi  croses  line  (a)  at  Shenchow, 
line  (b)  at  Chenyuen,  line  (c)  at  Pingyueh,  line  (d) 
at  Kweiyang  and  a  branch  of  line  (e)  at  a  point  west 
of  Yungning.  Third,  the  projected  American  line 
from  Chuchow  to  Yamchow  crosses  line  (a)  at  Yung- 
chow,  line  (b)  at  Chuanchow,  line  (c)  at  Kweilin,  Hne 
(d)  at  Liuchow,  line  (e)  at  Tsienkiang,  line  (f)  at 
Nanning,  and  meets  line  (g)  at  Yamchow.  Thus,  if 
this  system  and  the  three  projected  French,  British, 
and  American  lines  are  completed.  Southwestern  China 
would  be  well  provided  with  railway  communications. 

All  these  lines  will  run  through  the  length  and 
breadth  of  a  vast  mineral  country,  in  which  most  of 
the  essential  and  valuable  metals  of  the  world  are  found. 
There  is  no  place  in  the  world  which  possesses  as  here 
so  many  varieties  of  rare  metals,  such  as  wolfram, 
tin,  antimony,  silver,  gold,  and  platinum  and  at  the 
same  time  so  richly  provided  with  the  common  but 
essential  metals,  such  as  copper,  lead,  and  iron. 
Furthermore,  almost  every  district  in  this  region  is 


no  THE  INTERNATIONAL 

abundantly  provided  with  coal,  so  much  so  that  there 
is  a  common  saying:  *'Mu  mei  pu  lih  cheng,"  that 
is,  ''Nobody  would  build  a  city  where  there  is  no  coal 
underneath."  The  idea  was  that  in  case  of  a  siege  those 
within  the  city  might  obtain  fuel  from  under  the 
ground.  In  Szechwan,  petroleum  and  natural  gas  are 
also  found  in  abundance. 

Thus,  we  see  that  this  Southwestern  Railway  System 
for  the  development  of  mineral  resources  in  the  moun- 
tainous regions  of  Southwestern  China  is  just  as  im- 
portant as  the  Northwestern  Railway  System  is  for 
the  development  of  agricultural  resources  in  the  vast 
prairies  of  Mongolia  and  Turkestan.  These  railway 
systems  are  a  necessity  to  the  Chinese  people  and  a 
very  profitable  undertaking  to  foreign  capitalists. 
They  are  of  about  equal  length,  viz. — about  7,000  miles. 
The  cost  per  mile  of  the  Southwestern  System  will  be 
at  least  twice  that  of  the  Northwestern  System,  but 
the  remuneration  from  the  development  of  mineral 
resources  will  be  many  times  that  from  the  develop- 
ment of  agricultural  resources. 

PART  IV 

The  Construction  of  Coast  Ports  and 
Fishing  Harbors 

After  planning  the  three  world  ports  on  the  coast 
of  China,  it  is  time  for  me  to  go  on  and  deal  with  the 
development  of  second-  and  third-class  seaports  and 


DEVELOPMENT  OF  CHINA  iii 

fishing  harbors  along  the  whole  coast  in  order  to  com- 
plete a  system  of  seaports  for  China.  Recently,  my 
projected  plan  of  the  Great  Northern  Port  was  so 
enthusiastically  received  by  the  people  of  Chili  Prov- 
ince that  the  Provincial  Assembly  has  approved  the 
project  and  decided  to  carry  it  out  at  once  as  a  pro- 
vincial undertaking.  For  this  object,  a  loan  of 
$40,000,000  has  been  voted.  This  is  an  encouraging 
sign  and  doubtless  the  other  projects  will  be  taken  up 
sooner  or  later  by  either  the  provinces  or  the  Central 
Government,  when  the  people  begin  to  realize  their 
necessity.  I  propose  that  four  second-class  seaports 
and  nine  third-class  seaports  and  numerous  fishing 
harbors  should  be  constructed. 

The  four  second-class  seaports  will  be  arranged  so  as 
to  be  placed  in  the  following  manner :  one  on  the 
extreme  north,  one  on  the  extreme  south,  and  the  other 
two  midway  between  the  three  great  world  ports. 

I  shall  deal  with  them  according  to  the  order  of  their 
future  importance  as  follows : 

a.  Yingkow. 

b.  Haichow. 

c.  Foochow. 

d.  Yamchow. 

a.    Yingkow 

Yingkow  is  situated  at  the  head  of  the  Liaotung 
Gulf  and  was  once  the  only  seaport  of  Manchuria. 
Since  the  improvement  of  Talien  as  a  seaport,  the  trade 


112  THE  INTERNATIONAL 

of  Yingkow  has  dwindled  and  lost  half  of  its  former 
business.  As  a  seaport,  Yingkow  has  two  disadvan- 
tages, first,  the  shallowness  of  its  approach  from  the 
sea  and  second,  the  blocking  up  by  ice  for  several 
months  in  winter.  Its  only  advantages  over  Talien  is 
that  it  is  situated  at  the  mouth  of  the  Liaoho  and  has 
inland  water  communication  throughout  the  Liao 
valley  in  south  Manchuria.  The  half  of  the  former 
trade  that  it  still  holds  at  present  against  Talien  is 
entirely  due  to  the  inland  water  facility.  To  make 
Yingkow  outmatch  Talien  again  in  the  future  and 
become  first  in  importance  after  the  three  great  world 
ports,  we  must  improve  its  inland  water  communica- 
tion, as  well  as  deepen  its  approach  from  the  sea.  In 
regard  to  the  improvement  of  the  approach  work 
similar  to  the  improvement  of  the  Canton  Approach 
should  be  adopted.  Besides  the  construction  of  a  deep 
channel,  about  twenty  feet  in  depth,  reclamation  work 
should  be  carried  out  at  the  same  time.  For,  the  shal- 
low and  extensive  swamp  at  the  head  of  the  Liaotung 
Gulf  could  be  turned  into  rice-producing  land  from 
which  great  profit  could  be  derived.  Regarding  the 
inland  water  communication,  not  only  the  water  system 
in  the  Liao  valley  but  also  the  Sungari  and  the  Amur 
Systems  have  to  be  improved.  The  most  important 
work  is  the  construction  of  a  canal  to  connect  these 
systems  and  this  I  shall  now  discuss  in  the  next  para- 
graph. 

The  Liaoho-Sungari  Canal  is  the  most  important 
factor  in  the  future  prosperity  of  Yingkow.     It  is  by 


DEVELOPMENT  OF  CHINA  113 

this  canal  only  that  this  port  can  be  made  the  most 
important  of  the  second-class  seaports  in  China  and 
further  the  vast  forest  lands,  the  virgin  soil  and  the 
rich  mineral  resources  of  North  Manchuria  can  be 
connected  by  water  communication  with  Yingkow. 
So  this  canal  is  all  important  for  Yingkow,  without 
which  Yingkow  as  a  seaport  could  at  most  hold  her 
present  position,  a  town  of  60,000  to  70,000  inhabi- 
tants and  an  annual  trade  of  $30,000,000  to  $40,000,- 
000  only  and  could  never  gain  a  place  as  the  first  of 
the  second-class  seaports  in  China.  This  canal  can  be 
cut  either  south  of  Hwaiteh  in  a  line  parallel  to  the 
South  Manchurian  Railway  between  Fan  Kia  Tun  and 
Sze  Tung  Shan,  a  distance  of  less  than  ten  miles,  or 
north  of  Hwaiteh  in  a  line  between  Tsing-shan-pao  and 
Kaw-shan-tun,  a  distance  of  about  fifteen  miles.  In 
the  former  case  the  canal  is  shorter  but  it  makes  the 
waterway  as  a  whole  longer,  while  in  the  latter  case,  the 
canal  is  about  twice  as  long  but  it  makes  the  waterway 
as  a  whole  shorter  between  the  two  systems.  In  either 
line,  there  are  no  impassable  physical  obstacles.  Both 
lines  are  on  the  plain  but  the  elevation  of  the  one  may 
be  higher  than  that  of  the  other,  which  is  the  only 
factor  that  will  determine  the  choice  between  the  two. 
If  this  canal  is  constructed,  then  the  rich  provinces  of 
Kirin  and  Heilungkiang  and  a  portion  of  Outer  Mon- 
golia will  be  brought  within  direct  water  communica- 
tion with  China  Proper.  At  present,  all  water  traffic 
has  to  go  by  way  of  the  Russian  Lower  Amur,  then 
round  a  great  detour  of  the  Japan  Sea  before  reaching 


114  THE  INTERNATIONAL 

China  Proper.  This  canal  will  not  only  be  a  great 
necessity  to  Yingkow  as  a  seaport,  but  will  also  have 
a  great  bearing  on  the  whole  Chinese  nation  economi- 
cally and  politically.  With  the  Liaoho-Sungari  Canal 
completed  Yingkow  will  be  the  grand  terminus  of  the 
inland  waterway  system  of  all  Manchuria  and  North- 
eastern Mongolia ;  and  with  the  approach  from  the  sea 
deepened  it  will  also  be  a  seaport  next  in  importance 
only  to  the  three  first-class  world  ports. 

b.    Haichow 

Haichow  is  situated  on  the  eastern  edge  of  the  cen- 
tral plain  of  China.  This  plain  is  one  of  the  most 
extensive  and  fertile  areas  on  earth.  As  a  seaport, 
Haichow  is  midway  between  the  two  great  world  ports 
along  the  coast  line,  namely  the  Great  Northern  and  the 
Great  Eastern  Ports.  It  has  been  made  as  the  terminus 
of  the  Hailan  railway,  the  trunk  line  of  central  China 
from  east  to  west.  Haichow  also  possesses  the  facility 
of  inland  water  communication.  If  the  Grand  Canal 
and  the  other  waterway  systems  are  improved,  it  will 
be  connected  with  the  Hoangho  Valley  in  North  China, 
the  Yangtze  Valley  in  Central  China,  and  the  Sikiang 
Valley  in  South  China.  Its  deep  sea  approach  is  com- 
paratively good,  being  the  only  spot  along  the  250 
miles  of  the  North  Kiangsu  coast  that  could  be  reached 
by  ocean  steamers  to  within  a  few  miles  of  the  shore. 
To  make  Haichow  a  seaport  for  20  feet  draught  ves- 
sels, the  approach  has  to  be  dredged  for  many  miles 


DEVELOPMENT  OF  CHINA  115 

from  the  mouth  of  the  river  before  the  four  fathom 
Hne  could  be  reached.  Although  possessing  better  ad- 
vantages than  Yingkow,  in  being  ice  free,  Haichow,  as 
a  second-class  seaport,  has  to  be  content  to  take  a 
second  place  after  Yingkow,  because  she  does  not  have 
as  vast  a  hinterland  as  Yingkow,  nor  such  a  monopo- 
listic position  in  regard  to  inland  water  communication. 

c.    Foochow 

Foochow,  the  capital  of  Fukien  Province,  ranks 
third  among  our  second-class  seaports.  Foochow  is 
already  a  very  large  city,  its  inhabitants  being  nearly  a 
million.  It  is  situated  at  the  lower  reach  of  the  Min 
River,  about  30  miles  from  the  sea.  The  hinterland  of 
this  port  is  confined  to  the  Min  Valley  with  an  area  of 
about  30,000  square  miles.  The  territory  beyond  this 
valley  will  be  commanded  by  other  coast  or  river  ports, 
so  the  area  commanded  by  this  port  is  much  smaller 
than  that  by  Haichow.  Consequently,  it  could  be 
given  only  the  third  place  in  the  category  of  second- 
class  seaports.  The  Foochow  approach  from  the  Outer 
Bar  to  Kinpei  Entrance  is  very  shallow.  After  this 
Entrance  is  passed,  the  river  is  confined  on  both  sides 
by  high  hills  and  becomes  narrow  and  deep  right  up 
to  Pagoda  Anchorage. 

I  propose  that  a  new  port  should  be  constructed  at 
the  lower  part  of  Nantai  Island.  For  here  land  is 
cheap  and  there  will  be  plenty  of  room  for  modern  im- 
provement.    A  locked  basin   for   shipping  could  be 


ii6  THE  INTERNATIONAL 

constructed  at  the  lower  point  of  Nantai  Island,  just 
above  Pagoda  Anchorage.  The  left  branch  of  the  Min 
River  above  Foochow  City  should  be  blocked  up  so  as 
to  concentrate  the  current  to  flush  the  harbor  at  the 
south  side  of  Nantai.  The  blocked-up  channel  on  the 
north  side  of  that  island  should  be  left  to  be  reclaimed 
by  natural  process  or  may  be  used  as  a  tidal  basin  to 
flush  the  channel  below  Pagoda  Anchorage,  if  it  is 
found  necessary.  The  upper  Min  River  must  be  im- 
proved as  far  as  possible  for  inland  water  traffic.  Its 
lower  reach  from  Pagoda  Anchorage  to  the  sea  must 
be  trained  and  regulated  to  secure  a  through  channel 
of  30  feet  or  more  to  the  open  sea.  Thus  Foochow 
could  also  be  made  a  calling  port  for  ocean  liners  that 
ply  between  the  world  ports. 

d.    Yamchow 

Yamchow  is  situated  at  the  head  of  Tongking  Gulf 
in  the  extreme  south  of  the  China  Coast.  This  city  is 
about  400  miles  west  of  Canton — the  Great  Southern 
Port.  All  the  districts  lying  west  of  Yamchow  will 
find  their  way  to  the  sea  by  this  port  400  miles  shorter 
than  by  Canton.  As  sea  transportation  is  commonly 
known  to  be  twenty  times  cheaper  than  rail  transpor- 
tation, the  shortening  of  a  distance  of  400  miles  to  the 
sea  means  a  great  deal  economically  to  the  provinces  of 
Szechuan,  Yunnan,  Kweichow,  and  a  part  of  Kwangsi. 
Although  Nanning,  an  inland  water  port,  lying  north- 
west of  Yamchow,  is  much  nearer  to  the  hinterland 
than  Yamchow,  yet  it  could  not  serve  this  hinterland 


DEVELOPMENT  OF  CHINA  117 

as  a  seaport.  So  all  the  direct  import  and  export  trade 
will  find  Yamchow  the  cheapest  shipping  stage. 

To  improve  Yamchow  as  a  seaport  the  Lungmen 
River  should  be  regulated  in  order  to  secure  a  deep 
channel  to  the  city,  and  the  estuary  should  be  deepened 
by  dredging  and  training  to  provide  a  good  approach 
to  the  port.  This  port  has  been  selected  as  the  terminus 
of  the  Chuchow  Yamchow  Railway  (Chu-Kin  line) 
which  will  run  from  Hunan  through  Kwangsi  into 
Kwangtung.  Although  the  hinterland  of  this  port  is 
much  larger  than  that  of  Foochow,  yet  I  still  rank  it 
after  that  city  because  the  area  commanded  by  it  is  also 
commanded  by  Canton,  the  southern  world  port,  and 
by  Manning,  the  river  port,  and  so  all  internal  as  well 
as  indirect  import  and  export  trade  must  go  to  the 
other  two  ports.  It  is  only  the  direct  foreign  trade 
that  will  use  Yamchow.  Thus,  in  spite  of  its  extensive 
hinterland  it  is  very  improbable  that  it  could  outmatch 
Foochow  in  the  future  as  a  second-class  port. 

Besides  the  three  great  world  ports,  and  the  four 
second-class  ports,  I  propose  to  construct  nine  third- 
class  ports  along  the  China  coast,  from  north  to  south, 
as  follows : 

a.  Hulutao.  d.  Ningpo.        g.  Swatow. 

b.  Hoangho  Port.      e.  Wenchow.     h.  Tienpak. 

c.  Chefoo.  f.  Amoy.  i.  Hoihou. 

a.    Hulutao 

Hulutao  is  an  ice-free  and  deep-water  port,  situated 
on  the  west  side  of  the  head  of  Liaotung  Gulf,  about 


ii8  THE  INTERNATIONAL 

60  miles  from  Yingkow.  As  a  winter  port  for  Man- 
churia, it  is  in  a  more  advantageous  position  than  TaHen 
for  it  is  about  200  miles  shorter  by  rail  to  the  sea  than- 
the  latter  and  is  on  the  edge  of  a  rich  fcoal  field. 
When  this  coal  field  and  the  surrounding  min- 
eral resources  are  developed,  Hulutao  will  become  the 
first  of  the  third-class  ports  and  a  good  outlet  for 
Jehol  and  Eastern  Mongolia.  This  port  may  be  pro- 
jected as  an  alternative  to  Yingkow,  as  the  sole  port  of 
Manchuria  and  Eastern  Mongolia,  if  a  canal  could  be 
constructed  to  connect  it  with  the  Liaoho.  It  is  only  by 
inland  water  communication  that  Yingkow  could  be 
made  the  important  port  of  Manchuria  in  the  future 
and  it  will  be  the  same  in  the  case  of  Hulutao.  So  if 
inland  water  communication  could  be  secured  for  Hu- 
lutao it  will  entirely  displace  Yingkow.  If  it  is  found 
to  be  economically  cheaper  in  the  long  run  to  construct 
a  Hulutao-Liaoho  Canal  than  to  construct  a  deep  har- 
bor at  Yingkow,  the  Hulutao  harbor  will  have  to  be 
placed  on  the  northwest  side  of  the  peninsula  instead 
of  on  the  southwest  as  at  present  projected.  For  the 
present  site  has  not  enough  room  for  anchorage  without 
building  an  extensive  breakwater  into  the  deep  sea, 
which  will  be  a  very  expensive  work.  Furthermore, 
there  would  not  be  room  enough  for  city  planning  on 
the  narrow  peninsula,  whereas  on  the  other  side,  the 
city  could  be  built  on  the  mainland  with  unlimited  space 
for  its  development. 

I  suggest  that  a  sea  wall  be  built  from  the  northern 
point  of  Lienshanwan  to  the  northern  point  of  Hulutao 


DEVELOPMENT  OF  CHINA  119 

to  close  up  the  Lienshan  Bay  and  make  it  into  a  closed 
harbor,  and  an  entrance  be  opened  in  the  neck  of  Hulu- 
tao  to  the  south  side  where  deep  water  is  found.  This 
closed  harbor  will  be  over  10  square  miles  in  extent 
but  only  some  parts  need  to  be  dredged  to  the  required 
depth  at  present.  On  the  north  side  of  the  harbor, 
another  entrance  into  the  neighboring  bay  should  be 
left  open  between  the  sea  wall  and  the  shore,  and 
another  breakwater  should  be  built  across  the  next  bay. 
From  there,  a  canal  should  be  constructed  either  by  cut- 
ting into  the  shore  or  by  building  a  wall  parallel  with 
the  toast  line  until  it  reaches  the  lowland  from  where 
a  canal  should  be  cut  to  connect  with  the  Liaoho.  If  a 
canal  is  thus  constructed  for  Hulutao,  then  it  will  at 
once  take  the  place  of  Yingkow  and  become  the  first 
of  the  second-class  ports. 

b.    The  Hoangho  Port 

The  Hoangho  Port  will  be  situated  at  the  estuary  of 
the  Hoangho  on  the  southern  side  of  the  Gulf  of  Pe- 
chihli,  about  80  miles  from  our  Great  Northern  Port. 
When  the  Hoangho  regulation  is  completed  its  estuary 
will  be  approachable  by  ocean  steamers,  and  a  seaport 
will  naturally  spring  up  there.  As  it  commands  a  con- 
siderable part  of  the  northern  plain  in  the  provinces 
of  Shantung,  Chili,  and  Honan  and  possesses  the  facil- 
ity of  inland  water  communication,  this  port  is  bound 
to  become  an  important  third-class  port. 


120  THE  INTERNATIONAL 

c.  Chefoo 

Chefoo  is  an  old  treaty  port  situated  on  the  northern 
side  of  the  Shantung  Peninsula.  Once  it  was  the  only 
ice-free  port  in  the  whole  of  North  China.  Since  the 
development  of  Talien  in  the  north  and  the  development 
of  Tsingtau  in  the  south  its  trade  has  dwindled  consid- 
erably. As  a  seaport,  it  will  undoubtedly  hold  its  own 
when  the  railroads  in  the  Shantung  Peninsula  are  de- 
veloped, and  the  artificial  harbor  is  completed. 

d.  Ningpo 

Ningpo  is  also  an  old  treaty  port,  situated  on  a  small 
river,  the  Yungkiang,  in  the  eastern  part  of  Chekiang 
province.  It  has  a  good  approach,  deep  water  reach- 
ing right  up  to  the  estuary  of  the  river.  The  harbor 
can  be  easily  improved  by  simply  training  and  straight- 
ening two  bends  along  its  course  up  to  the  city.  Ningpo 
commands  a  very  small  but  rich  hinterland.  Its  people 
are  very  enterprising,  and  are  famed  for  their  work- 
manship and  handicrafts  second  only  to  those  of  Can- 
ton. Thus  Ningpo  is  bound  to  become  a  manufacturing 
city  when  China  is  industrially  developed.  But  owing 
to  the  proximity  of  the  Great  Eastern  Port,  Ningpo 
will  not  likely  have  much  import  and  export  trade 
directly  with  foreign  countries.  Most  of  its  trade  will 
be  carried  on  with  the  Great  Eastern  Port.  So  a  mod- 
erate harbor  for  local  and  coast-wise  traffic  will  be 
quite  sufficient  for  Ningpo. 


DEVELOPMENT  OF  CHINA  121 

e.    Wenchow 

Wenchow  is  situated  near  the  mouth  of  the  Wukiang 
in  south  Chekiang.  This  seaport  has  a  wider  hinter- 
land than  Ningpo,  its  surrounding  districts  being  very 
productive.  If  railroads  are  developed  it  will  undoubt- 
edly command  considerable  local  trade.  At  present  the 
harbor  is  very  shallow,  unapproachable  by  even  moder- 
ate-sized coastal  steamers.  I  suggest  that  a  new  harbor 
at  Panshiwei,  north  of  Wenchow  Island  be  constructed. 
For  this  purpose,  a  dike  should  be  built  between  the 
northern  bank  and  the  head  of  Wenchow  Island  to 
block  up  the  river  entirely  on  the  northern  side  of  that 
island  leaving  only  a  lock  entrance.  The  Wukiang 
should  be  led  through  the  channel  on  the  south  side  of 
the  island  for  the  purpose  of  reclaiming  the  vast  ex- 
panse of  the  near-by  shallows  as  well  as  for  draining 
the  upper  stream.  The  approach  from  the  southern 
side  of  Hutau  Island  to  the  port  should  be  dredged. 
On  the  right  side  of  the  approach,  a  wall  should  be 
built  in  the  shallow  between  Wenchow  Island  and  Miau 
Island  and  in  the  shallows  between  Miau  Island  and 
Sanpam  Island  so  as  to  form  a  continuous  wall  to  pre- 
vent the  silt  of  Wukiang  from  entering  into  the 
approach.  Thus  a  permanent  deep  channel  will  be 
secured  for  the  new  port  of  Wenchow. 

£.    Amoy 

Amoy,  an  old  treaty  port,  is  situated  on  the  island  of 
Siming.     It  has  a  great,  deep,  and  fine  harbor,  com- 


122  THE  INTERNATIONAL 

manding  a  considerable  hinterland  in  southern  Fukien 
and  Kiangsi,  very  rich  in  coal  and  iron  deposits.  This 
port  carries  on  a  busy  trade  with  the  Malay  Archipelago 
and  the  Southeastern  Asian  Peninsula.  Most  of  the 
Chinese  residents  in  the  southern  islands,  Annam, 
Burma,  Siam,  and  the  Malay  States  are  from  the 
neighborhood  of  Amoy.  So  the  passenger  traffic  be- 
tween Amoy  and  the  southern  colonies  is  very  great. 
If  railways  are  developed  to  tap  the  rich  iron  and  coal 
fields  in  the  hinterland,  Amoy  is  bound  to  develop  into 
a  much  larger  seaport  than  it  is  at  present.  I  suggest 
that  a  modern  port  be  constructed  on  the  west  side  of 
the  harbor  to  act  as  an  outlet  for  the  rich  mineral  fields 
of  southern  Fukien  and  Kiangsi.  This  port  should  be 
equipped  with  modern  plants  in  order  to  connect  land 
and  sea  transportation. 

g.    Swatow 

Swatow  is  situated  at  the  mouth  of  the  Hankiang  at 
the  extreme  east  of  Kwangtung.  In  relation  to  emi- 
gration, Swatow  is  much  similar  to  Amoy,  for  it  also 
supplies  a  great  number  of  colonists  to  southeastern 
Asia  and  the  Malay  Archipelago.  So  its  passenger  traffic 
with  the  south  is  just  as  busy  as  Amoy.  As  a  seaport 
Swatow  is  far  inferior  to  Amoy,  on  account  of  its 
shallow  approach.  But  in  regard  to  inland  water  com- 
munication, Swatow  is  in  a  better  position  as  the  Han- 
kiang is  navigable  for  many  hundreds  of  miles  inland 
by  shallow  <:.rafts.     The  country  around  Swatow  is 


DEVELOPMENT  OF  CHINA  123 

very  productive  agriculturally,  being  second  only  to 
the  Canton  Delta  along  the  Southern  seaboard.  In  tlie 
upper  reaches  of  the  Hankiang  there  are  very  rich  iron 
and  coal  deposits.  The  approach  to  the  port  of  Swatow 
can  be  improved  easily  by  a  little  training  and  dredg- 
ing, thus  making  it  a  fine  local  port. 

h.    Tienpak 

Tienpak  is  situated  at  a  point  in  the  coast  of  Kwang- 
tung  province  between  the  estuary  of  the  West  River 
and  the  island  of  Hainan.  Its  surrounding  districts 
are  rich  in  agricultural  products  and  mineral  deposits. 
So  a  shipping  port  in  this  part  is  quite  necessary. 
Tienpak  can  be  made  into  a  fine  harbor  by  entirely 
walling  in  the  bay  from  its  west  side  and  by  opening  a 
new  entrance  into  the  deep  water  in  the  neck  of  the  pen- 
insula southeast  of  the  bay.  Thus  a  good  approach 
could  be  secured.  The  harbor  is  very  wide  but  only  a 
part  need  be  dredged  for  large  vessels  and  the  rest  of 
the  space  could  be  used  by  fishing  boats  and  other 
shallow  crafts. 

i.    Hoihou 

Hoihou  is  situated  on  the  north  side  of  Hainan 
Island  on  the  strait  of  the  same  name,  opposite  Haian 
on  the  Luichow  Peninsula.  Hoihou  is  a  treaty  port, 
similar  to  Amoy  and  Swatow,  supplying  a  great  number 
of  colonists  to  the  south;  Hainan  is  a  very  rich  but 


124  THE  INTERNATIONAL 

undeveloped  island.  Only  the  land  along  the  coast  is 
cultivated,  the  central  part  being  still  covered  by  thick 
forests  and  inhabited  by  aborigines,  and  it  is  very  rich 
in  mineral  deposits.  When  the  whole  island  is  fully 
developed,  the  port  of  Hoihou  will  be  a  busy  harbor 
for  export  and  import  traffic.  The  harbor  of  Hoihou 
is  very  shallow,  and  so  even  small  vessels  have  to 
anchor  miles  away  in  the  roadstead  outside.  This  is 
very  inconvenient  for  passengers  and  cargoes,  so  the 
improvement  of  the  Hoihou  harbor  is  a  necessity. 
Furthermore  this  harbor  will  be  the  ferry  point  between 
this  island  and  the  mainland  for  railway  traffic  when 
the  railway  systems  of  the  mainland  and  the  island  are 
completed. 

Fishing  Harbors 

As  regards  fishing  harbors  all  our  first-,  second-,  and 
third-class  ports  must  also  furnish  facilities  and  accom- 
modations for  fishery.  Thus  all  of  these,  i.  e.,  three 
first-class  ports,  four  second-class  ports,  and  nine  third- 
class  ports,  will  be  fishing  harbors  as  well.  But  besides 
these  sixteen  ports  there  is  still  room  and  need  to 
construct  more  fishing  harbors  along  the  coast  of  China. 
I  propose,  therefore,  that  five  fishing  harbors  be  con- 
structed along  the  northern  coast,  that  is,  along  the 
coast  of  Fengtien,  Chihli,  and  Shantung,  as  follows : 

(i)  Antung,  on  Yalu  River,  on  the  border  of 
Korea. 

(2)  Haiyangtao,  on  the  Yalu  Bay,  south  of  Liao- 
tung  Peninsula. 


DEVELOPMENT  OF  CHINA  125 

(3)  Chinwangtao,  on  the  coast  of  Chihli,  between 
the  Liaotung  and  Pechihh  gulfs,  the  present  ice-free 
port  of  Chihli  province. 

(4)  Lungkau,  on  the  northwestern  side  of  Shan- 
tung Peninsula. 

(5)  Shitauwan,  at  the  southeastern  point  of  the 
Shantung  Peninsula. 

Six  fishing  harbors  should  be  constructed  along  the 
eastern  coast,  that  is,  along  the  coasts  of  Kiangsu,  Che- 
kiang,  and  Fukien,  as  follows : 

(6)  Shinyangkang,  on  the  eastern  coast  of 
Kiangsu,  south  of  the  old  mouth  of  the  Hoangho. 

(7)  Luszekang,  at  the  northern  point  of  the 
Yangtze  Estuary. 

(8)  Changtukang,  in  the  midst  of  Chusan  Archi- 
pelago. 

(9)  Shipu,  north  of  Sammen  Bay,  east  of  Che- 
kiang. 

(10)  Funing,  between  Foochow  and  Wenchow, 
east  of  Fukien. 

(11)  Meichow  Harbor,  north  of  Meichow  Island, 
between  Foochow  and  Amoy. 

Four  fishing  harbors  should  be  constructed  on  the 
southern  coast,  that  is,  along  the  seaboard  of 
Kwangtung  and  Hainan  Island,  as  follows. 

(12)  Sanmei,  on  the  eastern  coast  of  Kwangtung, 
between  Hongkong  and  Swatow. 

(13)  Sikiang  Mouth.  This  harbor  should  be  on 
the  northern  side  of  Wangkum  Island.  When  the 
Sikiang  Mouth   is   regulated,  the  Wangkum   Island 


126  THE  INTERNATIONAL 

will  be  connected  with  the  mainland  by  a  sea  wall,  so 
a  good  harbor  site  could  thus  be  provided. 

(14)  Haian,  situated  at  the  end  of  the  Luichow 
Peninsula  opposite  to  Hoihou,  on  the  other  side  of 
Hainan  Strait. 

(15)  Yulinkang  a  fine  natural  harbor  at  the  ex- 
treme south  of  the  Hainan  Island. 

These  fifteen  fishing  harbors  with  the  greater  ports, 
numbering  31  in  all,  will  link  up  the  whole  coast  line  of 
China  from  Antung,  on  the  Korean  border  to  Yam- 
chow,  near  the  Annam  border,  providing,  on  an  aver- 
age, a  port  for  every  100  miles  of  coast  line.  This 
completes  my  project  of  seaports  and  fishing  harbors 
for  China. 

At  first  sight  objections  might  be  raised  that  too 
many  seaports  and  fishing  harbors  are  provided  for 
one  country.  But  I  must  remind  my  readers  that  this 
one  country,  China,  is  as  big  as  Europe  and  has  a 
population  larger  than  that  of  Europe.  If  we  take 
a  similar  length  of  the  coast  line  of  western  Europe 
we  would  see  that  there  are  many  more  ports 
in  Europe  than  in  China.  Besides,  the  coast  line  of 
Europe  is  many  times  longer  than  that  of  China,  and 
in  every  hundred  miles  of  the  European  coast  line  there 
are  more  than  one  considerable-sized  port.  Take  Hol- 
land, for  instance.  Its  whole  area  is  not  larger  than 
the  hinterland  of  Swatow,  one  of  our  third-class  sea- 
ports, yet  it  possesses  two  first-class  ports,  Amsterdam 
and  Rotterdam,  and  numerous  small  fishing  ports.  Let 
us  also  compare  our  country  with  the  United  States  of 


DEVELOPMENT  OF  CHINA  127 

America  in  regard  to  seaports.  America  has  only  one 
fourth  the  population  of  China  yet  the  number  of  ports 
on  her  Atlantic  coast  alone  is  many  times  more  than  the 
number  provided  in  my  plan.  Thus,  this  number  of 
ports  for  China  for  the  future  is  but  a  bare  necessity. 
And  I  have  considered  only  those  that  will  pay  from  the 
beginning  so  as  to  adhere  strictly  to  the  principle  of 
remuneration  that  was  laid  down  at  the  outset  of  my 
first  program.     See  Map  XVI. 

PART    V 
The  Establishment  of  Shipbuilding  Yards 

When  China  is  well  developed  according  to  my  pro- 
grams, the  possession  of  an  oversea  mercantile  fleet,  of 
ships  for  coastal  and  inland  water  transportation,  and 
of  a  large  fishing  fleet  will  be  an  urgent  necessity. 
Before  the  outbreak  of  the  late  World  War,  the  world's 
seagoing  tonnage  was  45,000,000  tons.  If  China  is 
equally  developed  industrially,  according  to  the  propor- 
tion of  her  population,  she  would  need  at  least  10,000,- 
000  tons  of  oversea  and  coastal  shipping  for  her 
transportation  service.  The  building  of  this  tonnage 
must  be  a  part  of  our  industrial  development  scheme; 
for  cheap  materials  and  labor  can  be  obtained  in  the 
country,  and  so  we  could  build  ships  for  ourselves  much 
cheaper  than  any  foreign  country  could  do  for  us. 
And  besides  the  building  of  a  seagoing  fleet,  we  have  to 
build  our  inland  water  crafts  and  fishing  fleets.  Foreign 


128  DEVELOPMENT  OF  CHINA 

shipping  yards  could  not  do  this  service  for  us  on 
account  of  the  impracticability  of  transporting  such 
numerous  small  crafts  across  the  ocean.  Thus,  in  any 
case,  China  has  to  put  up  her  own  yards  to  build  her 
inland  water  crafts  and  fishing  fleets.  So  the  establish- 
ment of  ship  building  yards  is  a  necessary  as  well  as 
a  profitable  undertaking  from  the  beginning.  The  ship- 
ping yards  should  be  established  at  such  river  and 
coastal  ports  that  have  the  facility  of  supplying  mate- 
rials and  labor.  All  the  yards  should  be  under  one 
central  management.  Large  capital  should  be  invested 
in  the  project  so  as  to  procure  a  yearly  output  of 
2,000,000  tons  of  various  kinds  of  vessels. 

All  types  of  vessels  should  be  standardized  both  in 
design  and  equipment.  The  old  and  wasteful  types  of 
inland  water  crafts  and  fishing  boats  should  be  replaced 
by  modern  efficient  designs.  The  inland  water  crafts 
should  be  designed  on  the  basis  of  certain  standard 
draughts  such  as  the  2-foot,  5-foot,  and  lo-foot  classes. 
The  fishing  trawlers  should  be  standardized  into  the 
one-day,  the  five-day,  and  the  ten-day  service  class.  The 
coastal  transports  should  be  standardized  into  the 
2,000-,  the  4,000-,  and  the  6,000-ton  class,  and  for 
oversea  transports  we  should  have  standardized  ships 
of  12,000-,  24,000-,  and  36,000-ton  classes.  Thus,  the 
many  thousands  of  inland  water  crafts  and  fishing 
junks  that  now  ply  the  rivers,  lakes,  and  coasts  ot 
China  may  be  displaced  by  new  and  cheaper  crafts  of  a 
few  standard  types  which  could  perform  better  services 
at  less  expense. 


PROGRAM  IV. 

In  my  first  and  third  programs,  I  have  described  my 
plans  for  the  Northwestern  Raihvay  System  and  the 
Southwestern  Railway  System.  The  former  is  for  the 
purpose  of  relieving  the  congestion  of  population  in  the 
coast  districts  and  the  Yangtze  Valley  by  opening  up 
for  colonization  the  vast  unpopulated  territory  in 
Mongolia  and  Sinkiang,  as  well  as  of  developing  the 
Great  Northern  Port.  The  latter  is  for  the  purpose  of 
exploiting  the  mineral  resources  of  Southwestern 
China,  as  well  as  of  developing  the  Great  Southern 
Port — Canton.  More  railroads  will  be  needed  for  the 
adequate  development  of  the  whole  country.  So  in  this 
fourth  program,  I  shall  deal  entirely  with  railroads 
which  will  complete  the  100,000  miles  proposed  in  my 
introductory  part  of  this  International  Development 
Scheme.    The  program  will  be  as  follows : 

I.  The  Central  Railway  System. 

II.  The  Southeastern  Railway  System. 

III.  The  Northeastern  Railway  System. 

IV.  The  Extension  of  the  Northwestern  Railway 

System. 
V.     The  Highland  Railway  System. 
VI.     The   Establishment  of   Locomotive  and  Car 
Factories. 
»  139 


130  THE  INTERNATIONAL 

PART    I 
The  Central  Railway  System 

This  will  be  the  most  important  railway  system  in 
China.  The  area  which  it  serves  comprises  all  of  China 
Proper  north  of  the  Yangtze  and  a  part  of  Mongolia 
and  Sinkiang.  The  economic  nature  of  this  vast  region 
is  that  the  southeastern  part  is  densely  populated  while 
the  northwestern  part  is  thinly  populated,  and  that  the 
southeastern  part  possesses  great  mineral  wealth  while 
the  northwestern  part  possesses  great  potential  agricul- 
tural resources.  So  every  line  of  this  system  will  surely 
pay  as  the  Peking-Mukden  line  has  proved. 

With  the  Great  Eastern  Port  and  the  Great  Northern 
Port  as  termini  of  this  system  of  railroads,  I  propose 
that,  besides  the  existing  and  projected  lines  in  this 
region,  the  following  be  constructed,  all  of  which  shall 
constitute  the  Central  Railway  System. 

a.  The  Great  Eastern  Port-Tarbogotai  line. 

b.  The  Great  Eastern  Port-Urga  line. 

c.  The  Great  Eastern  Port-Uliassutai  line. 

d.  The  Nanking-Loyang  line. 

e.  The  Nanking-Hankow  line. 

f.  The  Sian-Tatung  line. 

g.  The  Sian-Ninghsia  line, 
h.  The  Sian-Hankow  line. 

i.     The  Sian-Chungking  line. 

j.     The  Lanchow-Chungking  line. 

k.     The  Ansichow-Iden  line. 


DEVELOPMENT  OF  CHINA  131 

1.  The  Chochiang-Koria  line, 

m.  The  Great  Northern  Port-Hami  Hne. 

n.  The  Great  Northern  Port-Sian  Hne. 

o.  The  Great  Northern  Port-Hankow  line, 

p.  The  Hoangho  Port-Hankow  line, 

q.  The  Chefoo-Hankow  line, 

r.  The  Haichow-Tsinan  line, 

s.  The  Haichow-Hankow  line, 

t.  The  Haichow-Nanking  line, 

u.  The  Sinyangkang-Hankow  line. 

V.  The  Luszekang-Nanking  line. 

w.  The  Coast  line. 

X.  The  Hwoshan-Kashing  line. 

a.    The  Great  Eastern  Port-Tarbogotai  Line 

This  line  begins  at  the  Great  Eastern  Port  on  the 
seaboard,  and  runs  in  a  northwesterly  direction  to 
Tarbogotai  on  the  Russian  frontier,  covering  a  distance 
of  about  3,000  miles.  If  Shanghai  be  the  Great 
Eastern  Port,  the  Shanghai-Nanking  Railway  will 
form  its  first  section.  But  if  Chapu  be  chosen,  then 
this  line  should  skirt  the  Taihu  Lake  on  the  southwest 
through  the  cities  of  Huchow,  Changhing,  and  Liyang 
to  Nanking,  then  crossing  the  Yangtze  at  a  point  south 
of  Nanking,  to  Chiantsiao  and  Tingyuen.  Thence,  the 
line  turns  westward  to  Showchow  and  Yingshang,  and 
enters  Honan  province  at  Sintsai.  After  crossing  the 
Peking-Hankow  line  at  Kioshan,  and  passing  Piyang, 
Tanghsien,  and  Tengchow,  it  turns  northwestward  to 


132  THE  INTERNATIONAL 

Sichwan  and  Kingtsekwan,  and  enters  the  province  of 
Shensi.  Ascending  the  Tan  Kiang  Valley,  it  passes 
through  Lungkucha  and  Shangchow,  and  crosses  the 
Tsinling  Pass  to  Lantien  and  Sian,  the  capital  of 
Shensi,  formerly  the  capital  of  China.  From  Sian,  it 
goes  westward,  following  the  valley  of  the  Weiho.  It 
passes  through  Chowchih,  Meihsien,  and  Paoki  and 
enters  the  province  of  Kansu  at  Sancha,  thence  proceed- 
ing to  Tsinchow,  Kungchang,  Titao,  and  Lanchow,  the 
capital  of  Kansu.  From  Lanchow  it  follows  the  old 
highway  which  leads  into  Liangchow,  Kanchow, 
Suchow,  Yumen,  and  Ansichow.  Thence  it  crosses  the 
desert  in  a  northwesterly  direction  to  Hami,  where  it 
turns  westward  to  Turfan.  At  Turfan  this  line  meets 
the  Northwestern  Railway  System  and  runs  on  the 
latter's  track  to  Urumochi  and  Manass  where  it  leaves 
that  track  and  proceeds  northwesterly  to  Tarbogotai  on 
the  frontier,  crossing  the  Shair  Mountain  on  the  way. 
This  line  runs  from  one  end  of  the  country  to  the  other 
encountering  in  its  entire  length  of  3,000  miles  only 
four  mountain  passes,  all  of  which  are  not  impassable 
for  they  have  been  used  from  time  immemorial,  as 
trade  highways  of  Asia. 

b.    The  Great  Eastern  Port-Urga  Line 

This  line  starts  from  the  Great  Eastern  Port  and  uses 
the  same  track  as  line  (a)  as  far  as  Tingyuen,  the 
second  city  after  crossing  the  Yangtze  River  at  Nan- 
king. From  Tingyuen,  its  own  track  begins  and  the  line 


DEVELOPMENT  OP  CHINA  133 

proceeds  in  a  northwesterly  direction  to  Hwaiyuan,  on 
the  Hwai  River,  thence  to  Mongcheng,  Kwoyang,  and 
Pochow.  Turning  more  northward,  it  crosses  the 
Anhwei  border  into  Honan,  and  passing  through 
Kweiteh  it  crosses  the  Honan  border  into  Shantung. 
After  passing  through  Tsaohsien,  Tingtao,  and  Tsao- 
chow,  it  crosses  the  Hoangho  and  enters  ChihU  prov- 
ince. Passing  through  Kaichow  it  re-enters  Honan  to 
Changteh,  thence  it  follows  the  Tsingchangho  valley, 
in  a  northwesterly  direction,  across  the  Honan  border 
into  Shansi.  Here  the  line  enters  the  northeastern 
corner  of  the  vast  iron  and  coal  field  of  Shansi.  After 
entering  Shansi,  the  line  follows  the  river  valley  to 
Liaochow  and  Yicheng,  and  crosses  the  watershed  into 
the  Tungkwoshui  Valley  to  Yutse  and  Taiyuan.  From 
Taiyuan,  it  proceeds  northwestward  through  another 
rich  iron  and  coal  field  of  Shansi  to  Kolan.  Thence,  it 
turns  westward  to  Poate,  where  it  crosses  the  Hoangho 
to  Fuku,  in  the  northeastern  corner  of  Shensi.  From 
Fuku,  the  line  proceeds  northward,  cuts  through  the 
Great  Wall  into  the  Suiyuan  District  and  crosses  the 
Hoangho  to  Saratsi.  From  Saratsi,  the  line  runs  in  a 
northwesterly  direction  across  the  vast  prairie  to  Junc- 
tion A  of  the  Northwestern  Trunk  Line,  where  it  joins 
the  common  track  of  the  Dolon  Nor-Urga  line  to  Urga. 
This  line  runs  from  a  thickly  populated  country  at  one 
end  in  Central  China  to  the  vast  thinly  populated 
but  fertile  regions  of  Central  Mongolia,  having  a 
distance  of  about  1,300  miles  from  Tingyuen  to 
Junction  A. 


134 


THE  INTERNATIONAL 


c.    The  Great  Eastern  Port-Uliassutai  Line 


Starting  from  the  Great  Eastern  Port,  this  line  fol- 
lows line  (a)  as  far  as  Tingyuen,  and  line  (b)  as  far 
as  Pochow.  At  Pochow,  it  branches  off  on  its  own  track 
and  proceeds  westward  across  the  border  to  Luye,  in 
Honan.  Thence  it  turns  northwestward  to  Taikang, 
Tungsu,  and  Chungmow  where  it  meets  the  Hailan  line 
and  runs  in  the  same  direction  with  it  to  Chengchow, 
Jungyang,  and  Szeshui.  From  Szeshui  it  crosses  the 
Hoangho  to  Wenhsien,  thence  to  Hwaiking  and  over 
the  Honan  border  into  Shansi.  It  now  passes  through 
Yangcheng,  Chinshui,  and  Fowshan  to  Pingyang 
where  it  crosses  the  Fen  River  and  proceeds  to  Puhsien 
and  Taning,  then  westward  to  the  border  where  it 
crosses  the  Hoangho  into  Shensi.  Thence  it  proceeds 
to  Yenchang,  and  follows  the  Yenshui  Valley  to 
Yenan,  Siaokwan,  and  Tsingpien.  Then  running 
along  the  south  side  of  the  Great  Wall,  it  enters 
Kansu,  and  crosses  the  Hoangho  to  Ninghsia.  From 
Ninghsia,  it  proceeds  northwestward  across  the 
Alashan  Mountain  to  Tingyuanying  at  the  edge  of 
the  desert.  Thence  it  proceeds  in  a  straight  line  north- 
westward to  Junction  B  of  the  Northwestern  Railway 
System,  where  it  joins  that  system  and  runs  to  Ulias- 
sutai.  This  part  of  the  line  passes  through  desert  and 
grassland  both  of  which  could  be  improved  by  irriga- 
tion. The  distance  of  this  line  from  Pochow  to 
Junction  B  is  i,8oo  miles. 


DEVELOPMENT  OF  CHINA  135 

d.  The  Nanking-Loyang  Line 

This  line  runs  between  two  former  capitals  of  China, 
passes  through  a  very  populous  and  fertile  country,  and 
taps  a  very  rich  coal  field  at  the  Loyang  end.  It  starts 
from  Nanking,  running  on  the  common  track  of  lines 
(a)  and  (b)  and  branches  off  at  Hwaiyuan  westward 
to  Taiho.  After  passing  Taiho,  it  crosses  the  Anhwei 
border  into  Honan.  Thence  it  runs  alongside  the  left 
bank  of  the  Tashaho  to  Chowkiakow,  a  large  com- 
mercial town.  From  Chowkiakow,  it  proceeds  to  Lin- 
ying  where  it  crosses  the  Peking-Hankow  line  thence  to 
Hiangcheng  and  Yuchow  where  the  rich  coal  field  of 
Honan  lies.  After  Yuchow  it  crosses  the  Sungshan 
watershed  to  Loyang  where  it  meets  the  Hailan  line 
running  from  east  to  west.  This  line  is  about  300 
miles  from  Hwaiyuan  to  Loyang. 

e.  The  Nanking-Hankow  Line 

This  line  will  run  alongside  the  left  bank  of  the 
Yangtzekiang,  connecting  with  Kiukiang  by  a  branch 
line.  It  starts  on  the  opposite  side  of  Nanking  and  goes 
southwest  to  Hochow,  Wuweichow  and  Anking,  the 
capital  of  Anwei  province.  After  Anking,  it  continues 
in  the  same  direction  to  Susung  and  Hwangmei,  where 
a  branch  should  be  projected  to  Siaochikow,  thence 
across  the  Yangtze  River  to  Kiukiang.  After  Hwang- 
mei, the  line  turns  westward  to  Kwangchi,  then  north- 
westward to  Kishui,  and  finally  westward  to  Hankow. 


136  THE  INTERNATIONAL 

It  covers  a  distance  of  about  350  miles  through  a 
comparatively  level  country. 

f.  The  Sian-Tatung  Line 

This  line  starts  from  Sian  and  runs  northward  to 
Sanyuan,Yaochow,  Tungkwan,Yichun,  Chungpu,  Foo- 
chow,  Kanchuan,  and  Yenan,  where  it  meets  the  Great 
Eastern  Port-Uliassutai  line.  From  Yenan,  it  turns 
northeastward  to  Suiteh,  Michih,  and  Kiachow  on  the 
right  bank  of  the  Hoangho.  Thence  it  runs  along  the 
same  bank  to  the  junction  of  the  Weifen  River  with 
the  Hoangho  (on  the  opposite  side),  where  it  crosses 
the  Hoangho  to  the  Weifen  Valley  and  proceeds  to 
Singhsien  and  Kolan,  there  crossing  the  Great  Eastern 
Port-Urga  line.  From  Kolan,  it  proceeds  to  Wuchai 
and  Yang  fang,  where  it  crosses  the  Great  Wall  to  So- 
chow  and  then  Tatung  there  meeting  the  Peking- 
Suiyuan  line.  This  line  is  about  600  miles  long.  It 
passes  through  the  famous  oil  field  in  Shensi,  and  the 
northern  border  of  the  northwestern  Shansi  coal  field. 
At  Tatung,  where  it  ends,  it  joins  the  Peking-Suiyuan 
line  and  through  the  section  from  Tatung  to  Kalgan  it 
will  connect  with  the  future  Northwestern  System 
which  will  link  Kalgan  and  Dolon  Nor  together. 

g.  The  Sian-Ninghsia  Line 

This  line  will  start  from  Sian  in  a  northwesterly 
direction  to  Kingyanghsien,  Shunhwa,  and  Sanshui. 
After  Sanshui,  it  crosses  the  Shensi  border  into  Kansu 


DEVELOPMENT  OF  CHINA  137 

at  Chengning  and  then  turns  west  to  Ningchow.  From 
Ningchow,  it  follows  the  Hwan  Valley  along  the  left 
bank  of  the  river  up  to  Kingyangfu  and  Hwanhsien, 
where  it  leaves  the  bank  and  proceeds  to  Tsingping  and 
Pingyuan,  where  it  meets  the  Hwan  River  again  and 
follows  that  valley  up  to  the  watershed.  After  crossing 
the  watershed,  it  proceeds  to  Lingchow,  then  across  the 
Hoangho  to  Ninghsia.  This  line  covers  a  distance  of 
about  400  miles  and  passes  through  a  rich  mineral  and 
petroleum  country. 

h.    The  Sian-Hankow  Line 

This  is  a  very  important  line  connecting  the  richest 
portion  of  the  Hoangho  Valley  with  the  richest  portion 
of  the  central  section  of  the  Yangtze  Valley.  It  starts 
from  Sian  on  the  track  of  line  (a),  crosses  the  Tsingl- 
ing  and  descends  the  Tankiang  Valley  as  far  as 
Sichwan.  At  this  point,  it  branches  off  southward 
across  the  border  into  Hupeh,  and  following  the  left 
bank  of  the  Han  River,  passes  Laohokow  to  Fencheng, 
opposite  Siangyang.  After  Fencheng,  it  follows  con- 
tinuously the  same  bank  of  the  Han  River  to  Anlu, 
thence  proceeding  in  a  direct  line  southeastward  to 
Hanchwan  and  Hankow.  This  line  is  about  300  miles 
long. 

i.    The  Sian-Chungking  Line 

This  line  starts  from  Sian  almost  directly  southward, 
crosses  the  Tsingling  Mountain  into  the  Han  Valley, 


138  THE  INTERNATIONAL 

passes  through  Ningshen,  Shihchuan,  and  Tzeyang, 
ascends  the  Jenho  Valley  across  the  southern  border  of 
Shensi  into  the  province  of  Szechwan  at  Tachuho. 
Then  crossing  the  watershed  of  the  Tapashan  into  the 
Tapingho  Valley,  it  follows  that  valley  down  to  Suiting 
and  Chuhsien.  Thence  it  turns  to  the  left  side  of  the 
valley  to  Linshui  and  follows  the  trade  road  to  Kiang- 
peh  and  Chungking.  The  entire  distance  of  this  line  is 
about  450  miles  through  a  very  productive  region  and 
rich  timber  land. 

j.    The  Lanchow-Chungking  Line 

This  line  starts  from  Lanchow  southwestward  and 
follows  the  same  route  as  line  (a)  as  far  as  Titao. 
Thence,  it  branches  off  and  ascends  the  Taoho  Valley 
across  the  Minshan  watershed  into  the  Heishui  Valley 
following  it  down  to  Kiaichow  and  Pikow.  After 
Pikow,  it  crosses  the  Kansu  border  into  Szechwan  and 
proceeds  to  Chaohwa,  where  the  Heishuiho  joins  the 
Kialing.  From  Chaohwa,  it  follows  the  course  of  the 
Kialing  River  down  to  Paoning,  Shunking,  Hochow, 
and  Chungking.  The  line  is  about  600  miles  long, 
running  through  a  very  productive  and  rich  mineral 
land. 

k.    The  Ansichow-Iden  line 

This  line  passes  through  the  fertile  belt  of  land 
between  the  Gobi  Desert  and  the  Altyntagh  Mountain. 
Although  this  strip  of  land  is  well  watered  by  numerous 


DEVELOPMENT  OF  CHINA  139 

mountain  streams  yet  it  is  very  sparsely  populated, 
owing  to  the  lack  of  means  of  communication.  When 
this  line  is  completed,  this  strip  of  land  will  be  most 
valuable  to  Chinese  colonists.  The  line  starts  from 
Ansichow  westward  to  Tunhwang,  and  skirts  the 
southern  edge  of  the  Lobnor  Swamp  to  Chochiang. 
From  Chochiang,  it  proceeds  in  the  same  direction  via 
Cherchen  to  Iden  where  it  connects  with  the  terminus 
of  the  Northwestern  System.  With  this  System,  it 
forms  a  continuous  and  direct  line  from  the  Great 
Eastern  Port  to  Kashgar  at  the  extreme  west  end  of 
China.  This  line  from  Ansichow  to  Iden  is  about  800 
miles  in  length. 

1.    The  Chochiang-Koria  Line 

This  line  runs  across  the  desert  alongside  the  lower 
part  of  the  Tarim  River.  The  land  on  both  sides  of  the 
line  is  well  watered  and  will  be  valuable  for  colonization 
as  soon  as  the  railroad  is  completed.  This  line  is  about 
250  miles  in  length  and  connects  with  the  line  that  runs 
along  the  northern  edge  of  the  desert.  It  is  a  short  cut 
between  fertile  lands  on  the  two  sides  of  the  desert. 

m.    The  Great  Northern  Port-Hami  Line 

This  line  runs  from  the  Great  Northern  Port  in  a 
northwesterly  direction  by  way  of  Paoti  and  Siangho 
to  Peking.  From  Peking  it  runs  on  the  same  track 
with  the  Peking-Kalgan  Railway  to  Kalgan,  where  it 


140  THE  INTERNATIONAL 

ascends  the  Mongolian  Plateau.  Then  it  follows  the 
caravan  road  northwestward  to  Chintai,  Bolutai,  Sessy, 
and  Tolibulyk.  From  Tolibulyk,  it  takes  a  straight  line 
westward  crossing  the  prairie  and  desert  of  both  the 
Inner  and  Outer  Mongolia  to  Hami  where  it  connects 
with  the  Great  Eastern  Port-Tarbogotai  line  which 
runs  almost  directly  west  to  Urumochi,  the  capital  of 
Sinkiang.  Thus,  it  will  be  the  direct  line  from 
Urumochi  to  Peking  and  the  Great  Northern  Port. 
This  line  is  about  1,500  miles  in  length,  the  greater  part 
of  which  will  run  through  arable  land  and  so  when  it 
is  completed  it  will  form  one  of  the  most  valuable  rail- 
ways for  colonization. 

n.    The  Great  Northern  Port-Sian  Line 

This  line  will  run  westward  from  the  Great  Northern 
Port  to  Tientsin.  From  here  it  runs  southwestward  to 
Hokien,  passing  through  Tsinghai  and  Tachen.  From 
Hokien,  it  runs  more  westerly  to  Shentseh,  Wuki,  and 
Chengting  where  it  joins  the  Chengtai  line  as  well  as 
crosses  the  Kinhan  line.  From  Chengting  it  takes  the 
same  road  as  the  narrow  gauge  Chengtai  line  which 
has  to  be  reconstructed  into  standard  gauge  so  as  to 
facilitate  through  trains  to  Taiyuan  and  farther  on. 
From  Taiyuan  it  runs  southwestward  to  Kiaocheng, 
Wenshui,  Fenchow,  Sichow,  and  Taning.  After  Tan- 
ing  it  turns  westward  and  crossing  the  Hoangho,  it 
turns  southwestward  to  Yichwan,  Lochwan,  and 
Chungpu   where   it   joins   the    Sian-Tatung   line   and 


DEVELOPMENT  OF  CHINA  141 

runs  on  the  same  tracks  to  Sian.  Its  length  is  about 
700  miles  over  very  rich  and  extensive  iron,  coal,  and 
petroleum  fields,  as  well  as  productive  agricultural 
lands. 

o.    The  Great  Northern  Port-Hankow  Line 

This  line  starts  from  the  Great  Northern  Port  skirt- 
ing the  coast  to  Petang,  Taku,  and  Chikow,  thence  to 
Yenshan  and  crosses  the  Chili  border  into  Shantung 
at  Loling.  From  Loling,  it  goes  to  Tehping,  Linyi  and 
Yucheng  where  it  crosses  the  Tientsin-Pukow  line, 
proceeds  to  Tungchang  and  Fanhsien,  and  then  crosses 
the  Hoangho  to  Tsaochow.  After  Tsaochow  it  passes 
the  Shantung  border  into  Honan,  crossing  the  Hailan 
line  to  Suichow.  From  Suichow  it  proceeds  to  Taikang 
where  it  crosses  line  (c),  then  to  Chenchow  and  Chow- 
kiakow  where  it  crosses  line  (d)  and  thence  to  Siang- 
cheng,  Sintsai,  Kwangchow,  and  Kwangshan.  After 
Kwangshan  it  crosses  the  boundary  mountain  into 
Hupeh,  passing  through  Hwangan  to  Hankow.  This 
line  is  about  700  miles  long,  running  from  the  Great 
Northern  Port  to  the  commercial  center  of  central 
China. 

p.    The  Hoangho  Port-Hankow  Line 

This  line  starts  from  the  Hoangho  Port  in  a  south- 
westerly direction  to  Pohsing,  Sincheng,  and  Chang- 
shan,  then  across  the  Kiauchow-Tsinan  line  to  Poshan. 
Thence  it  ascends  the  watershed  into  the  Wen  Valley 
to  Taian  where  it  crosses  the  Tientsin-Pukow  line  to 


142  THE  INTERNATIONAL 

Ningyang  and  Tsining.  From  Tsining  it  proceeds  in  a 
straight  line  south  westward  to  Pochow  in  Anhwei, 
and  Sintsai  in  Honan.  At  Sintsai  it  joins  the  Great 
Northern  Port-Hankow  line  to  Hankow.  The  distance 
of  this  line  from  the  Hoangho  Port  to  Sintsai  is  about 
400  miles. 

q.    The  Chefoo-Hankow  Line 

This  line  starts  at  Chefoo  on  the  northern  side  of 
the  Shantung  Peninsula  and  crosses  that  Peninsula  to 
Tsimo,  on  the  southern  side,  via  Laiyang  and  Kinkia- 
kow.  From  Tsimo  it  proceeds  southwestward  across 
the  shallow  mud  flat  at  the  head  of  Kiauchow  Bay  in  a 
straight  line  to  Chucheng.  After  Chucheng  it  crosses 
the  watershed  into  the  Shuho  Valley  to  Chuchow  and 
Ichow,  then  proceeds  to  Hsuchow  where  it  meets  the 
Tientsin-Pukow  line  and  the  Hailan  line.  From 
Hsuchow  it  runs  on  the  same  track  with  the  Tientsin- 
Pukow  line  as  far  as  Suchow  in  Anhwei,  then  branches 
off  to  Mongcheng  and  Yinchow,  and  crosses  the  border 
into  Honan  at  Kwangchow,  where  it  meets  the  Great 
Northern  Port-Hankow  line  and  proceeds  together  to 
Hankow.  This  line  from  Chefoo  to  Kwangchow  is 
about  550  miles  in  length. 

r.    The  Haichow-Tsinan  Line 

This  line  starts  from  Haichow  following  the  Linhung 
River  to  Kwantunpu,  then  turns  westward  to  Ichow. 
From  Ichow  it  turns  first  northward  then  northwest- 
ward, passing  by  Mongyin  and  Sintai  to  Tai-an.  At 


DEVELOPMENT  OF  CHINA  143 

Tai-an  it  joins  the  Tsinpu  line  and  proceeds  in  the  same 
track  to  Tsinan.  This  Hne  covers  a  distance,  from 
Haichow  to  Tai-an,  of  about  no  miles,  tapping  the 
coal  and  iron  fields  of  southern  Shantung. 

s.    The  Haichow-Hankow  Line 

This  line  starts  at  Haichow  in  a  southwesterly  direc- 
tion, goes  to  Shuyang  and  Sutsien,  probably  in  the 
same  route  as  the  projected  Hailan  line.  From  Sutsien 
it  proceeds  to  Szechow  and  Hwaiyuan,  where  it  crosses 
the  Great  Eastern  Port  Urga  and  Uliassutai  lines. 
After  Hwaiyuan  it  goes  to  Showchow  and  Chenyang- 
kwan,  thence  continuing  in  the  same  direction  across 
the  southeastern  corner  of  Honan  and  the  boundary 
mountain  into  Hupeh,  proceeds  to  Macheng  and  Han- 
kow, covering  a  distance  of  about  400  miles. 

t.    The  Haichow-Nanking  Line 

This  line  goes  from  Haichow  southward  to  Antung 
then  inclining  a  little  south  to  Hwaian.  After  Hwaian 
it  crosses  the  Paoying  Lake  (which  will  be  reclaimed 
according  to  the  regulation  of  the  Hwaiho  in  Part  IV, 
Program  II)  to  Tienchang  and  Luho,  thence  to  Nan- 
king.   Distance,  about  180  miles. 

u.    The  Sinyangkang-Hankow  Line 

This  line  starts  from  Sinyangkang  to  Yencheng,  then 
crossing  the  Tasung  Lake  (which  will  be  reclaimed)  to 


144  THE  INTERNATIONAL 

Hwaian.  From  Hwaian  it  turns  southwestward  pass- 
ing over  the  southeastern  corner  of  the  Hungtse  Lake 
(which  will  also  be  reclaimed)  to  Suyi,  in  Anhwei. 
After  Suyi,  it  crosses  the  Tientsin-Pukow  line  near 
Mingkwang,  to  Tingyuen,  where  it  meets  lines  (b)  and 
(c).  After  Tingyuen,  it  proceeds  to  Lu-an  and  Hwo- 
shan,  then  crosses  the  boundary  mountain  into  Hupeh 
passing  through  Lotien  to  Hankow,  a  distance  of  about 
420  miles. 


V.    The  Luszekang-Nanking  Line 

This  line  starts  at  Luszekang,  a  fishing  harbor  to  be 
constructed  at  the  extremity  of  the  northern  point  of 
the  Yangtze  Estuary.  From  Luszekang  it  proceeds 
westward  to  Tungchow  where  it  turns  northwestward 
to  Jukao,  and  then  westward  to  Taichow,  Yangchow, 
Luho,  and  Nanking.    This  line  is  about  200  miles  long. 


w.     The  Coast  Line 

This  line  starts  at  the  Great  Northern  Port,  and  fol- 
lows the  Great  Northern  Port-Hankow  line  as  far  as 
Chikow,  where  it  begins  its  own  line.  Keeping  along 
the  coast,  it  crosses  the  Chili  border  to  the  Hoangho 
Port,  in  Shantung,  then  proceeds  to  Laichow  where  it 
takes  a  straight  cut  away  from  the  coast  to  Chaoyuan 
and  Chef 00,  thus  avoiding  the  projected  Che f 00- 
Weihsien  line.     From  Chef 00  it  proceeds  southeast- 


DEVELOPMENT  OF  CHINA  145 

ward  through  Ninghai  to  Wenteng,  where  one  branch 
runs  to  Jungcheng  and  another  to  Shihtao.  The  main 
Hne  turns  southwestward  to  Haiyang  and  Kinkiakow, 
where  it  joins  the  Chefoo-Hankow  Hne,  and  follows 
it  as  far  as  the  western  side  of  Kiauchow  Bay,  thence 
southward  to  Lingshanwei.  From  Lingshanwei  the 
line  proceds  southwestward  along  the  coast  to  Jichao, 
and  crosses  the  Shantung  border  into  Kiangsu,  passing 
Kanyu  to  Haichow.  Thence  it  proceeds  southeastward 
to  Yencheng,  Tungtai,  Tungchow,  Haimen,  and  Tsung- 
ming  Island  which  will  be  connected  with  the  mainland 
by  the  regulation  works  of  Yangtze  embankment. 
From  Tsungming  trains  can  be  ferried  over  to  Shang- 
hai. This  line  from  Chikow  to  Tsungming  is  about 
1,000  miles  in  length. 

X.    The  Hwoshan-Wuhu-Soochow-Kashing  Line 

This  line  starts  from  Hwoshan  to  Shucheng  and 
Wuwei,  then  across  the  Yangtze  River  to  Wuhu.  After 
Wuhu  it  goes  to  Kaoshun,  Liyang,  and  Ihing,  then 
crosses  over  the  northern  end  of  Taihu  (which  will 
be  reclaimed)  to  Soochow,  where  it  meets  the  Shang- 
hai-Nanking line.  From  Soochow  it  turns  southward 
to  Kashing  on  the  Shanghai-Hangchow  line.  This 
line  runs  over  very  populous  and  rich  districts 
of  Anhwei  and  Kiangsu  provinces,  covering  a 
distance  of  about  300  miles,  which  will  form  the 
greater  part  of  the  shortest  line  from  Shanghai  to 
Hankow. 


146  THE  INTERNATIONAL 

PART  II 
The  Southeastern  Railway  System 

This  system  covers  the  irregular  triangle  which  is 
formed  by  the  Coast  line  between  the  Great  Eastern 
and  the  Great  Southern  Ports,  as  the  base,  by  the 
Yangtze  River  from  Chungking  to  Shanghai,  as  one 
side,  and  by  line  (a)  of  the  Canton-Chungking  Railway 
as  the  other  side,  with  Chungking  as  the  apex.  This 
triangle  comprises  the  provinces  of  Chekiang,  Fukien, 
and  Kiangsi,  and  a  part  respectively  of  Kiangsu, 
Anhwei,  Hupeh,  Hunan,  and  Kwangtung.  This  region 
is  very  rich  in  mineral  and  agricultural  products,  es- 
pecially iron  and  coal  deposits  which  are  found  every- 
where. And  the  whole  region  is  thickly  populated. 
So  railway  construction  will  be  very  remunerative. 

With  the  Great  Eastern  Port  and  the  Great  South- 
ern Port  and  the  second-  and  third-class  ports  that  lie 
between  the  two  as  termini  of  this  system  of  railroads, 
I  propose  that  the  following  lines  be  constructed : 

a.  The  Great  Eastern  Port-Chungking  Line. 

b.  The  Great  Eastern  Port-Canton  Line. 

c.  The  Foochow-Chinkiang  Line. 

d.  The  Foochow-Wuchang  Line. 

e.  The  Foochow-Kweilin  Line. 

f .  The  Wenchow-Shenchow  Line. 

g.  The  Amoy-Kienchang  Line. 
h.  The  Amoy-Canton  Line. 

i.     The  Swatow-Changteh  Line. 


DEVELOPMENT  OF  CHINA  147 

j.     The  Nanking-Siuchow  Line. 

k.    The  Nanking-Kaying  Line. 

1.     The  Coast  Line  between  the  Great  Eastern 

and  Great  Southern  Ports. 
m.  The  Kienchang-Yuanchow  Line. 

a.    The  Great  Eastern  Port-Chungking  Line 

This  Hne  connects  the  commercial  center  of  western 
China — Chungking — with  the  Great  Eastern  Port  in 
almost  a  straight  route  south  of  the  Yangtze  River.  It 
starts  from  the  Great  Eastern  Port  and  goes  to  Hang- 
chow,  then  through  Linan,  Ghanghwa,  to  Hweichow, 
in  Anhwei.  From  Hweichow  it  proceeds  to  Sinning 
and  Kimen,  then  crosses  the  border  into  Kiangsi  and 
passing  Hukow  reaches  Kiukiang.  From  Kiukiang  it 
follows  the  right  bank  of  the  Yangtze,  crosses  the 
Hupeh  border  to  Hingkwochow  and  then  proceeds  to 
Tungshan  and  Tsungyang,  where  it  passes  over  the 
border  to  Yochow  in  Hunan.  From  Yochow  it  takes 
a  straight  line  across  the  Tungting  Lake  (which  will 
be  reclaimed)  to  Changteh.  From  Changteh  it  pro- 
ceeds up  the  Liu  Shui  Valley,  passing  through  Tzeli, 
and  crossing  the  Hunan  border  to  Hofeng,  in  Hupeh 
and  then  to  Shinan  and  Lichwan.  At  Shinan  a  branch 
should  be  projected  northeastward  to  Ichang,  and  at 
Lichwan  another  branch  should  be  projected  northwest- 
ward to  Wanhsien,  both  on  the  left  side  of  the  Yangtze 
River.  After  Lichwan  it  crosses  the  Hupeh  border 
into   Szechwan,  passing  Shihchu  to  Foochow^  then 


148  THE  INTERNATIONAL 

passes  the  Wukiang  and  proceeds  along  the  right  side 
of  the  Yangtze  River  as  far  as  hnes  (a)  and  (b)  of  the 
Canton-Chungking  Raihvay  and  then  crosses  together 
on  the  same  bridge  to  Chungking  on  the  other  side 
of  the  river.  The  length  of  this  line  including  branches, 
is  about  1,200  miles. 

b.    The  Great  Eastern  Port-Canton  Line 

This  is  a  straight  line  from  one  first-class  seaport  to 
another.  It  starts  from  the  Great  Eastern  Port  and 
goes  to  Hangchow,  then  turning  southwestward,  fol- 
lows the  left  bank  of  the  Tsien  Tang  River  through 
Fuyang,  Tunglu  to  Yenchow  and  Chuchow.  Then  it 
proceeds  across  the  Chekiang-Kiangsi  border  to 
Kwangsin.  From  Kwangsin  it  goes  through  Shang- 
tsing  and  Kinki  to  Kienchang,  then  proceeds  to  Nan- 
feng,  Kwangchang,  and  Ningtu.  After  Ningtu  it 
proceeds  to  Yutu,  Sinfeng,  Lungnan,  and  crossing  the 
boundary  mountain  of  Kiangsi  and  Kwangtung,  to 
Changning.  Thence  via  Tsungfa  it  goes  to  Canton, 
covering  a  distance  of  about  900  miles. 

c.    The  Foochow-Chinkiang  Line 

This  line  starts  from  Foochow,  goes  by  way  of 
Loyuan  and  Ningteh  to  Fuan,  and  then  proceeds  across 
the  Fukien-Chekiang  border  to  Taishun,  Kingning, 
Yunho,  and  Chuchow.  Thence  it  proceeds  to  Wuyi, 
Yiwu,  Chukih,  and  Hangchow.     After  Hangchow  it 


DEVELOPMENT  OF  CHINA  149 

goes  to  Tehtsing  and  Huchow  and  then  crosses  the 
Chekiang  border  into  Kiangsu.  Then  it  proceeds  by 
way  of  Ihing,  Kintan,  and  Tanyang  to  Chinkiang.  This 
Hne  is  about  550  miles  in  length. 

d.    The  Foochow-Wuchang  Line 

This  line  starts  from  Foochow  and  following  the 
left  bank  of  the  Alin  River  and  passing  Shuikow  and 
Yenping  reaches  Shaowu.  After  Shaowu,  it  proceeds 
across  the  Fukien  border  into  Kiangsi  and  then  passes 
through  Kienchang  and  Fuchow  to  Nanchang,  the 
capital  of  Kiangsi.  From  Nanchang  it  proceeds  to 
Hingkwo,  in  Hupeh,  and  passes  on  to  Wuchang,  the 
capital  of  Hupeh.  It  covers  a  distance  of  about  550 
miles. 

e.     The  Foochow-Kweilin  Line 

This  line  starts  from  Foochow,  crosses  the  Min 
River  and  proceeds  by  way  of  Yungfu,  Tatien,  Ning- 
yang,  and  Liencheng  to  Tingchow.  Thence  it  crosses 
the  Fukien-Kiangsi  border  to  Shuikin.  From  Shuikin 
it  proceeds  to  Yutu  and  Kanchow  and  then  to  Shang- 
yiu  and  Chungyi.  After  Chungyi  it  crosses  the 
Kiangsi-Hunan  border  to  Kweiyanghsien  and  Chen- 
chow,  where  it  crosses  the  Canton-Hankow  line  to 
Kweiyangchow.  Thence  it  continues  to  Sintien,  Ning- 
yuan,  and  Taochow,  where  it  meets  lines  (a)  and  (b) 
of  the  Canton-Chungking  Railway.  After  Taochow  it 
turns  southward  following  the  Taoho  Valley  to  the 


150  THE  INTERNATIONAL 

Kwangsi  border  and  then  crossing  it,  proceeds  to 
Kweilin.  This  Hne  covers  a  distance  of  about  750 
miles. 

f.    The  Wenchow-Shenchow  Line 

This  line  begins  from  the  new  Wenchow  Port  and 
follows  the  left  bank  of  the  Wukiang  as  far  as  Tsing- 
tien.  From  Tsingtien  it  proceeds  to  Chuchow  and 
Suenping  and  turns  westward  across  the  Chekiang 
border  to  Yushan  in  Kiangsi.  After  Yushan  it  goes  to 
Tehsing,  Loping,  and  then  skirting  the  southern  shore 
of  Poyang  Lake  goes  through  Yukan  to  Nanchang, 
the  capital  of  Kiangsi.  From  Nanchang  it  proceeds  to 
Juichow,  Shangkao,  and  Wantsai,  then  crosses  the 
Kiangsi  border  to  Liuyang  in  Hunan,  and  Changsha, 
the  capital  of  Hunan.  After  Changsha  it  goes  to  Ning- 
siang,  Anhwa,  and  Shenchow  where  it  connects  with 
line  (a)  of  the  Canton-Chungking  Railway,  and  with 
the  Shasi-Singyi  line.  This  line  covers  a  distance  of 
about  850  miles. 

g.    The  Amoy-Kienchang  Line 

This  line  starts  from  the  new  port  of  Amoy  and 
goes  to  Changtai,  then  following  the  Kiulungkiang  to 
Changping,  Ningyang,  Tsingliu,  and  Kienning.  After 
Kienning  it  proceeds  across  the  Kiangsi  border  to 
Kienchang,  where  it  connects  with  the  Great  Eastern 
Port-Canton  line,  the  Foochow-Wuchang  line,  and  the 
Kienchang- Yuanchow  line.  This  line  covers  a  distance 
of  about  250  miles. 


DEVELOPMENT  OF  CHINA  151 

h.    The  Amoy-Canton  Line 

This  line  starts  at  the  new  port  of  Amoy,  and  pro- 
ceeds to  Changchow,  Nantsing,  and  Siayang,  where  it 
crosses  the  Fukien  border  to  Tapu,  in  Kwangtung. 
From  Tapu  it  goes  to  Tsungkow,  Kaying,  Hinning, 
and  Wuhwa.  After  Wuhwa  it  crosses  the  w^atershed 
between  the  Hankiang  and  the  Tungkiang  rivers  to 
Lungchan,  then  following  the  Tungkiang  down  to  Ho- 
yun,  it  crosses  another  watershed  to  Lungmoon, 
Tsengshin  and  Canton.  This  line  covers  a  distance  of 
about  400  miles. 

i.    The  Swatow-Changteh  Line 

This  line  starts  from  Swatow,  proceeds  to  Chao- 
chow,  Kaying,  and  then  crosses  the  Kwangtung  border 
to  Changning  in  Kiangsi.  From  Changning  it  crosses 
the  watershed  into  Kungkiang  Valley  and  follows  that 
river  down  to  Hweichang  and  Kanchow.  From  Kan- 
chow  it  proceeds  to  Lungchuan,  Yungning,  and 
Lienhwa,  where  it  crosses  the  Kiangsi  border  into 
Hunan.  After  that,  it  proceeds  to  Chuchow  and 
Changsha,  the  capital  of  Hunan.  From  Changsha  it 
goes  to  Ningsiang,  Yiyang,  and  Changteh  where  it 
ends,  connecting  with  the  Great  Eastern  Port-Chung- 
king line,  and  the  Shasia-Singyi  line.  This  line  covers 
a  distance  of  about  650  miles. 

j.     The  Nanking-Siuchow  Line 

This  line  starts  from  Nanking  and  runs  along  the 
right  bank  of  the  Yangtze  to  Taiping,  Wuhu,  Tungling, 


152  THE  INTERNATIONAL 

Chichow,  and  Tungliu.  After  Tungliu  it  passes  over 
the  Anhwei  border  into  Kiangsi,  at  Pengtseh,  and  goes 
to  Hukow.  At  Hukow  it  meets  the  Great  Eastern 
Port-Chungking  Hne  and  crosses  the  bridge  together 
with  that  line  to  the  projected  Foyang  Port.  From  the 
Foyang  Port  it  runs  along  the  west  shore  of  the  Foy- 
ang Lake  through  Nanking  and  Wucheng  to  Nanchang, 
where  it  meets  the  Wenchow-Shenchow  and  Foochow- 
Wuchang  lines.  From  Nanchang  it  proceeds  up  the 
Kan  Kiang  Valley,  via  Linkiang  to  Kian,  where  it 
crosses  the  projected  Kienchang-Yuanchow  line.  After 
Kian,  it  proceeds  to  Kanchow  where  it  crosses  the 
Foochow-Kweilin  line.  Thence  it  goes  to  Nankangh- 
sien  and  Nanan.  After  Nanan  it  crosses  the  boundary 
mountain,  Tayuling,  into  Kwangtung  at  Nanyung, 
thence  passes  through  Chihing  to  Siuchow,  where  it 
meets  the  Canton-Hankow  line.  This  line  covers  a  dis- 
tance of  about  800  miles. 

k.    The  Nanking-Kaying  Line 

This  line  starts  from  Nanking,  proceeds  to  Lishui 
and  Kaoshun  and  then  crosses  the  Kiangsu  border  into 
Anhwei  at  Suencheng.  From  Suencheng  it  proceeds  to 
Ningkwo  and  Hweichow.  After  Hweichow  it  crosses 
the  Anhwei  border  into  Chekiang,  passing  through 
Kaihwa,  Changshan,  and  Kiangshan,  and  leaving  Che- 
kiang enters  Fukien  at  Pucheng.  From  Pucheng  it 
proceeds  via  Kienningfu  to  Yenping  v/here  it  crosses 
the  Foochow-Wuchang  line  and  then  goes  through 


DEVELOPMENT  OF  CHINA  153 

Shahsien  and  Yungan  to  Ningyang,  where  it  meets  the 
Foochow-Kweihn  and  Amoy-Kienchang  Hnes.  From 
Ningyang  it  proceeds  to  Lungyen  and  Yungting,  then 
joining  the  Amoy-Canton  Hne  at  Tsungkow  proceeds 
together  to  Kaying,  its  terminus.  This  line  runs  over 
a  distance  of  about  750  miles. 

1.    The  Coast  Line  Between  the  Great  Eastern  and  the 
Great  Southern  Ports 

This  line  starts  from  the  Great  Southern  Port — Canton 
— proceeds  in  the  same  direction  as  the  Canton-Kow- 
loon  line  as  far  as  Shelung  and  then  goes  its  own  way 
following  the  course  of  the  Tungkiang  River  to  Wai- 
chow.  From  Waichow  it  proceeds  to  Samtochuck, 
Haifung,  and  Lukfung,  then  turning  northeastward 
goes  to  Kityang  and  Chaochow.  After  Chaochow  it 
goes  to  Jaoping,  then  crossing  the  Kwangtung-Fukien 
border  to  Chaoan.  Thence  it  proceeds  to  Yunsiao, 
Changpu,  Changchow,  and  Amoy.  From  Amoy  it 
proceeds  to  Chuanchow,  Hinghwa,  and  Foochow^  the 
capital  of  Fukien.  After  Foochow  it  proceeds  in  the 
same  direction  as  the  Foochow-Chinkiang  line,  as  far 
as  Fuan,  then  turns  eastward  to  Funing,  and  north- 
ward to  Futing.  After  Futing  it  crosses  the  Fukien 
border  into  Chekiang  and  proceeds  through  Pingyang 
to  Wenchow.  At  Wenchow  it  crosses  the  Wukiang 
and  proceeds  to  Lotsing,  Hwangyen,  and  Taichow. 
Thence,  it  proceeds  through  Ninghai  to  Ningpo,  its 
own  terminus,  where  it  connects  with  the  Ningpo- 


154  THE  INTERNATIONAL 

Hangchow  line,  thus  linking  it  up  with  the  Great 
Eastern  Port  via  Hangchow.  This  line  covers  a  dis- 
tance from  Canton  to  Ningpo  of  about  i,ioo  miles. 

m.    The  Kienchang-Yuanchow  Line 

This  line  starts  from  Kienchang  and  runs  through 
Yihwang,  Loan,  Yungfeng,  and  Kishui  to  Kian,  where 
it  crosses  the  Nanking-Siuchow  line.  After  Kian  it 
proceeds  to  Yungsin  and  Lienhwa  where  it  meets  the 
Swatow-Changteh  line.  Thence  it  crosses  the  Kiangsi 
border  into  Hunan,  at  Chaling,  then  through  Anjen  to 
Hengchow  where  it  crosses  the  Canton-Hankow  line. 
From  Hengchow  the  line  proceeds  to  Paoking  where 
it  crosses  line  (a)  of  the  Canton-Chungking  Railway 
then  westward  to  Yuanchow,  its  terminus,  where  it 
joins  with  the  Shasi-Singyi  line.  This  line  covers  a 
distance  of  about  550  miles.  The  total  length  of  this 
Southeastern  Railway  System  is  about  9,000  miles. 


PART  HI 
The  Northeastern  Railway  System 

This  system  will  cover  the  whole  of  Manchuria,  a 
part  of  Mongolia,  and  a  part  of  Chihli  province — an 
area  of  nearly  500,000  square  miles,  with  a  population 
of  25,000,000.  This  region  is  surrounded  by  moun- 
tains on  three  sides  and  opens  on  the  south  to  the  Liao- 
tung  Gulf.     Amidst  these  three  mountain  ranges  lies 


DEVELOPMENT  OF  CHINA  155 

a  vast  and  fertile  plain  drained  by  three  rivers — the 
Nonni  on  the  north,  the  Sungari  on  the  northeast,  and 
the  Liaoho  on  the  south.  This  part  of  China  was  once 
regarded  as  a  desert,  but  since  the  completion  of  the 
Chinese  Eastern  Railway  it  has  been  found  to  be  the 
most  productive  soil  in  China.  It  supplies  the  whole  of 
Japan  and  a  part  of  China  with  nitrogenous  food  in 
the  form  of  soya  bean.  This  bean,  the  wonderful 
properties  of  which  were  early  discovered  by  the  Chi- 
nese, contains  the  richest  nitrogenous  substance  among 
vegetables  and  has  been  used  as  a  meat  substitute  for 
many  thousand  years.  Vegetable  milk  is  extracted 
from  this  bean,  and  from  this  milk  various  kinds  of 
preparations  are  made.  The  extraction  from  this  bean 
has  been  proved  by  modern  chemists  to  be  richer  than 
any  kind  of  meat.  The  Chinese  and  the  Japanese  have 
used  this  kind  of  artificial  meat  and  milk  from  time 
immemorial.  Recently  food  administrators  in  Europe 
and  America  have  paid  great  attention  to  this  meat 
substitute,  while  the  export  of  soya  bean  to  Europe 
and  America  has  steadily  increased.  This  Manchu- 
Mongolian  plain  is  destined  to  be  the  source  of  the 
world's  supply  of  soya  bean.  Besides  soya  bean,  this 
plain  also  produces  a  great  quantity  of  various  kinds 
of  grains,  and  supplies  the  entire  Eastern  Siberia  with 
wheat.  The  Manchurian  mountains  are  exceedingly 
rich  in  timber  and  minerals — gold  being  especially 
found  in  great  quantities  in  many  localities. 

Railway  construction  in  this  region  has  proved  to  be 
a  most  profitable  undertaking.     At  present  there  are 


156  THE  INTERNATIONAL 

already  three  railway  systems  tapping  this  rich  country, 
viz.,  the  Peking-^Iukden  line,  the  best  paying  railroad 
in  China,  the  Japanese  South-Manchurian  Railway, 
also  a  very  remunerative  line,  and  the  Chinese  Eastern 
Railway,  the  best  paying  portion  of  the  whole  Siberian 
system.  Besides  these,  there  are  many  lines  projected 
by  the  Japanese.  In  order  to  develop  this  rich  region 
properly  a  network  of  railways  should  be  projected. 

Before  dealing  with  the  separate  lines  of  this  net- 
work of  railways,  I  should  like  to  propose  a  center  for 
them,  just  as  the  spider's  nest  is  to  a  cobweb.  I  shall 
name  this  central  city  'Tungchin,"  the  Eastern  Mart, 
which  should  be  situated  at  a  point  southwest  of  the 
junction  of  the  Sungari  and  Nonni  rivers,  about  no 
miles  west  by  south  from  Harbin,  and  will  be  in  a 
more  advantageous  position  than  the  latter.  This  new 
city  will  be  the  center  not  only  of  the  railway  system  but 
also  of  the  inland  water  communication  when  the 
Liaoho-Sungari  Canal  is  completed. 

With  the  projected  city  of  Tungchin  as  a  center,  I 
propose  the  following  lines : 

a.  The  Tungchin-Hulutao  line. 

b.  The  Tungchin-Great  Northern  Port  Hne. 

c.  The  Tungchin-Dolon  Nor  line. 

d.  The  Tungchin-Kerulen  line 

e.  The  Tungchin-Moho  line. 

f.  The  Tungchin-Korfen   line. 

g.  The  Tungchin- Yaoho  line. 
h.  The  Tungchin- Yenchi  line. 


DEVELOPMENT  OF  CHINA  157 

1.  The  Tungchin-Changpeh  line. 

j.  The  Hulutao-Jehol-Peking  Hne. 

k.  The  Hulutao-Kerulen  line. 

1.  The  Hulutao-Hailar  line, 

m.  The  Hulutao-Antung  line, 

n.  The  MohoSuiyuan  line, 

o.  The  Huma-Chilalin  or  Shihwei  line, 

p.  The  Ussuri-Tumen-Yalu-Coast  line, 

q.  The  Linkiang-Dolon  Nor  line. 

r.  The  Chikatobo-Sansing  or  Ilan  line, 

s.  The  Sansing  or  Ilan-Kirin  line. 

t.  The  Kirin-Dolon  Nor  line. 

a.    The  Tungchin-Hulutao  Line 

This  is  the  first  line  that  radiates  from  this  projected 
Manchurian  railway  center,  and  is  the  shorter  of  the 
two  direct  lines  that  lead  to  the  ice- free  ports  on  the 
Liaotung-Chihli  Gulf.  It  runs  almost  parallel  to  the 
South  Manchurian  Railway,  the  distance  between  the 
two  lines  being  about  80  miles  at  the  northern  end,  con- 
verging to  40  miles  at  Sinmin,  and  diverging  again 
after  that  point.  According  to  the  original  agreement 
with  the  former  Russian  Government,  no  parallel  line 
within  100  miles  was  allowed  to  be  built.  But  such 
restriction  must  be  abolished  under  this  new  Interna- 
tional Development  Scheme  for  the  benefit  of  all  con- 
cerned. This  line  starts  from  Tungchin,  and  proceeds 
southward  across  the  vast  Manchurian  plain  by  Chang- 
ling,  Shuangshan,  Liaoyuan,  and  Kangping,  to  Sinmin 


158  THE  INTERNATIONAL 

in  a  straight  line  covering  a  distance  of  about  270  miles. 
After  Sinmin,  the  Hne  joins  the  Peking-Mukden  Rail- 
way and  runs  on  the  same  track  for  a  distance  of 
about  130  miles  to  Hulutao. 

b.     The  Tungchin-Great  Northern  Port  Line 

This  line  is  the  second  that  radiates  from  this  rail- 
way center  direct  to  a  deep  water  ice-free  seaport.  It 
starts  from  Tungchin,  proceeding  in  a  southwesterly 
direction,  passes  Kwangan,  midway  between  Tungchin 
and  the  West  Liaoho,  and  many  other  small  settlements 
before  it  crosses  the  Liaoho.  After  crossing  the 
Liaoho,  it  enters  the  mountainous  regions  of  the  Jehol 
district  by  a  valley  to  Fowsin,  a  hsien  city,  and  crosses 
the  watershed  into  the  Talingho  Valley.  After  pass- 
ing through  the  Talingho  Valley,  the  line  crosses 
another  watershed  into  the  Luan  Valley  by  a  branch  of 
the  same  river.  Then  it  penetrates  the  Great  Wall  and 
proceeds  to  the  Great  Northern  Port  by  way  of  Yung- 
ping  and  Loting.  The  whole  length  of  this  line  is 
about  550  miles,  the  first  half  of  which  is  on  level 
land  and  the  second  half  in  mountainous  country. 

c.    The  Tungchin-Dolon  Nor  Line 

This  is  the  third  line  that  radiates  from  the  railway 
center  and  proceeds  nearly  in  a  westerly  direction  across 
the  plain  to  Taonan  where  it  crosses  the  projected 
Aigun- Jehol  line  (Japanese),  and  also  meets  the  ter- 


DEVELOPMENT  OF  CHINA  159 

mini  of  two  other  projected  lines,  the  Changchun-Tao- 
nan  and  the  Tsengkiatun-Taonan  (Japanese).  After 
Taonan,  the  Hne  turns  more  southward  by  skirting 
along  the  foothills  of  the  southeastern  side  of  the 
Great  Khingan  range  where  vast  virgin  forests  and 
rich  minerals  are  found.  Then  it  passes  through  the 
upper  Liaoho  Valley  formed  by  the  Great  Khingan 
Mountain  on  the  north,  and  the  Jehol  Mountain  on  the 
south  and  through  the  towns  of  Linsi  and  Kingpang 
to  Dolon  Nor,  where  it  meets  the  trunk  line  of  the 
Northwestern  Railway  system.  This  line  covers  a 
distance  of  about  480  miles,  a  greater  part  of  which 
is  on  level  land. 

d.    The  Tungchin-Kerulen  Line 

This  is  the  fourth  line  that  radiates  from  the  Tung- 
chin  Railway  center.  It  runs  in  a  northwesterly  direc- 
tion almost  parallel  with  the  Harbin-Manchuli  line  of 
the  Chinese  Eastern  Railway,  the  distance  between  the 
two  lines  varying  from  100  to  130  miles.  The  line 
starts  from  Tungchin  on  the  north  side  of  the  junction 
of  the  Nonni  and  Sungari  rivers  and  proceeds  west- 
ward across  the  Nonni  River  to  Talai,  and  then  turns 
northwestward  across  the  plain  into  the  valley  of  the 
north  branch  of  the  Guileli  River.  After  entering  the 
valley,  it  follows  the  stream  up  to  its  source,  then 
crosses  the  Great  Khingan  Mountain  watershed  into  the 
Mongolian  Plain  by  the  Khalka  River,  and  follows  the 
right  bank  of  this  river  to  the  north  end  of  Bor  Nor 


i6o  THE  INTERNATIONAL 

Lake.  Thence  it  turns  directly  westward  to  the  Keru- 
len  River,  and  follows  the  south  bank  of  the  river  to 
Kerulen.  This  line  covers  a  distance  of  about  630 
miles. 

e.  The  Tungchin-Moho   Line 

This  is  the  fifth  line  that  radiates  from  this  railway 
center.  It  starts  from  the  north  side  of  the  junction 
of  the  Nonni  and  Sungari  rivers,  and  proceeds  north- 
westward across  the  northern  end  of  the  Great  Man- 
churian  Plain  to  Tsitsiha.  At  Tsitsiha,  it  joins  the 
projected  Kinchow-Aigun  line  and  proceeds  together 
northwestward  alongside  the  left  bank  of  the  Nonni 
River  as  far  as  Nunkiang  where  it  separates  from  the 
other.  Thence  it  resumes  the  northwesterly  direction 
and  proceeds  into  the  upper  Nonni  Valley  until  the 
headwater  is  reached.  Then  it  crosses  the  northern 
extremity  of  the  Great  Khingan  Range  to  Moho, 
where  it  joins  the  terminus  of  the  Dolon  Nor-Moho 
line.  This  line  is  about  600  miles  long.  About  a 
quarter  of  this  length  runs  on  the  plain,  the  second 
quarter  runs  along  the  lower  Nonni  Valley,  the  third 
along  the  Upper  Valley,  and  the  fourth  runs  in  moun- 
tainous but  gold-bearing  regions,  where  only  physical 
difficulties  are  to  be  expected. 

f.  The  Tungchin-Korfen  Line 

This  is  the  sixth  line  from  the  railway  center.  It 
also  starts  on  the  northern  side  of  the  Nonni-Sungari 


DEVELOPMENT  OF  CHINA  i6i 

junction,  and  proceeds  across  the  plain  by  the  cities 
Chaotung  and  Tsingkang.  After  Tsingkang  it  crosses 
the  Tungkun  River,  proceeds  to  Hailun,  and  then, 
ascending  the  Tungkun  Valley,  crosses  the  watershed 
of  the  Little  Khingan  Mountain.  Thence  it  descends 
into  the  Korfen  Valley  and  proceeds  by  Chelu  to 
Korfen  on  the  right  bank  of  the  Amur  River.  This 
line  covers  a  distance  of  350  miles,  two  thirds  of  which 
run  on  comparatively  level  land  and  one  third  in  moun- 
tainous district.  This  is  the  shortest  line  from  Tung- 
chin  to  the  Amur  River  and  the  Russian  territory  on 
yonder  side. 

g.    The  Tungchin-Yaoho  Line 

This  is  the  seventh  line  that  radiates  from  this  rail- 
way center.  It  starts  from  the  northern  side  of  the 
Nonni-Sungari  junction  and  traverses  the  plain  on  the 
left  of  the  Sungari  River  by  Chaochow,  then  crosses 
the  Chinese  Eastern  Railway,  and  the  Hulan  River  to 
Hulan.  After  Hulan,  it  proceeds  to  Payen,  Mulan, 
and  Tungho,  then  crosses  the  Sungari  River  to  San- 
sing,  now  called  Ilan.  Thence  it  proceeds  into  the 
Wokan  Valley  and  crosses  the  watershed  by  Chihsing- 
shitse  and  Takokai  into  the  Noloho  Valley  and  passing 
by  various  villages  and  towns  along  this  river  to 
Yaohohsien,  ends  at  the  junction  of  the  Noloho  and 
the  Ussuri  River.  This  line  covers  a  distance  of  500 
miles  in  very  fertile  country. 


i62  THE  INTERNATIONAL 

h.    The  Tungchin-Yenchi  Line 

This  is  the  eighth  line  that  radiates  from  this  raihvay 
center.  It  starts  from  the  eastern  side  of  the  Nonni- 
Sungari  junction  and  proceeds  in  a  southeasterly  direc- 
tion on  the  right  side  of  the  Sungari  River  to  Fuyu 
or  Petunai  and  various  towns  along  the  road  on  the 
same  side  of  the  river  until  it  comes  across  the  Harbin- 
Talien  Railway,  then  turns  away  from  the  road  and 
proceeds  eastward  to  Yushu  and  Wuchang.  After 
Wuchang,  the  line  turning  more  southward,  proceeds 
to  Fengtechang  and  then  follows  the  same  direction  to 
Omu.  At  Omu,  it  crosses  the  Mutan  River,  then 
proceeds  to  Liangshuichuan  and  Shehtauho,  where  it 
joins  the  Japanese  Hweining-Kirin  line  and  proceeds 
together  to  Yenchi.  This  line  covers  a  length  of  about 
330  miles  through  very  rich  agricultural  and  mineral 
country. 

i.    The  Tungchin-Changpeh  Line 

This  is  the  ninth  line  that  radiates  from  the  Tung- 
chin  railway  center.  It  starts  from  the  south  side  of 
the  Nonni-Sungari  junction  and  proceeds  in  a  south- 
easterly direction  across  the  plain  to  Nungan.  After 
Nungan,  it  crosses  the  Itung  River  and  proceeds  con- 
tinuously in  the  same  direction  across  several  branches 
of  the  same  river  to  Kiudaichan,  where  it  joins  the 
Changchun-Kirin  line  and  proceeds  together  as  far  as 
Kirin.    After  Kirin,  it  goes  its  own  way  following  the 


DEVELOPMENT  OF  CHINA  163 

right  bank  of  the  Sungari  River  in  a  southeasterly 
direction  to  the  junction  of  Lafaho  River  and  turns 
southward  along  the  same  bank  of  the  Sungari  to 
Huatien.  After  Huatien,  it  continues  in  the  same 
course  up  to  Toutaokiang,  as  far  as  Fusung,  then  turns 
southeastward  into  the  Sunghsiangho  Valley  and 
proceeds  upward  to  the  Changpeh  Shan  watershed  by 
skirting  the  south  side  of  the  Celestial  Lake,  then  turns 
southward  following  the  Aikiang  River  to  Changpeh 
on  the  Korean  frontier.  This  line  covers  a  distance 
of  about  330  miles.  Some  great  difficulties  are  to  be 
overcome  in  the  last  portion  of  the  line  where  it  crosses 
the  Changpeh  watershed. 

j.     The  Hulutao-Jehol-Peking  Line 

With  this  line  I  shall  begin  to  deal  with  a  new  group 
of  the  Northeastern  Railway  System  which  will  make 
Hulutao,  the  ice-free  port  on  the  Liaotung  Gulf  as 
their  center  and  terminus.  This,  the  first  line,  starts 
from  Hulutao  and  proceeds  westward  up  the  Shaho 
Valley  to  Sintaipienmen.  Thence  it  crosses  the  moun- 
tainous district  through  Haiting,  Mangniuyingtse,  and 
Sanshihkiatse  to  Pingchuan,  and  continues  in  the  same 
direction  to  Jehol  or  Chengteh.  After  Jehol,  it 
proceeds  by  the  old  imperial  highway  to  Lwanping, 
then  turns  southwestward  to  Kupehkow  where  it 
penetrates  the  Great  Wall.  Thence  it  follows  the  same 
highway  through  Aliyun  and  Shunyi  to  Peking.  This 
line  covers  a  distance  of  about  270  miles. 


i64  THE  INTERNATIONAL 

k.    The  Hulutao-Kerulen  Line 

This  is  the  second  line  of  the  Hulutao  radiation.  It 
starts  from  this  seaport  and  proceeds  northward 
through  the  mountainous  region  of  Jehol  by  Kienping 
and  Chihfeng.  Thence,  the  Hne  follows  the  highway 
across  the  Upper  Valley  of  Liaoho  to  Chianchang, 
Sitoo,  Takinkou,  and  Linsi.  After  Linsi,  it  proceeds 
up  the  Lukiako  Valley  and  crosses  the  watershed  at  the 
southern  extremity  of  the  Great  Khingan  Mountain, 
through  Kanchumiao  and  Yufuchih.  Then  it  pro- 
ceeds to  Payenbolak,  Uniket,  and  Khombukure  where 
it  joins  with  the  Dolon  Nor-Kerulen  line  and  proceeds 
together  to  Kerulen.  This  line  up  to  Khombukure 
covers  a  distance  of  about  450  miles,  tapping  a  very 
rich  mineral,  timber,  and  agricultural  country. 

1.    The  Hulutao-Hailar  Line 

This,  the  third  line,  starts  from  Hulutao  and  pro- 
ceeds by  way  of  Chinchow  along  the  west  side  on  the 
Talingho  River  to  Yichow,  where  it  crosses  the 
Talingho  to  Chinghopienmen  and  Fowsin.  After 
Fowsin,  the  line  goes  northward  to  Suitung,  thence, 
crossing  the  Siliaoho  to  Kailu,  it  proceeds  between  the 
Great  and  Little  Fish  Lakes  to  Kinpan  and  Tachuan. 
Then  it  proceeds  across  the  Great  Khingan  Mountain 
into  the  Oman  Valley  and  follows  the  same  river  to 
Hailar.  This  line  covers  a  distance  of  about  600  miles 
passing  through  rich  mineral  and  agricultural  land  and. 
virgin  forests. 


DEVELOPMENT  OF  CHINA  165 

m.    The  Hulutao-Antung  Line 

This,  the  fourth  Hne,  starts  from  Hulutao  and  pro- 
ceeding northeastward,  follows  the  course  of  the 
projected  Liaoho-Hulutao  Canal,  and  then  goes  east- 
ward to  Newchwang  and  Haicheng.  From  there  it 
proceeds  southeastward  to  Sinmuchen,  where  it  joins 
the  Antung-Mukden  line  and  proceeds  together  to 
Antung  on  the  Korean  border.  This  line  covers  a 
distance  of  about  220  miles.  This  together  with  the 
Hulutao-Jehol-Peking  line  will  make  the  shortest  line 
from  Antung  and  beyond,  i.  e.,  Korea,  to  Peking. 

n.   The  Moho-Suiyuan  Line 

With  this  as  the  first  I  am  going  to  deal  with  another 
group  of  lines  in  this  system.  These  will  be  the 
circumferential  lines  which  link  up  the  radii  from  the 
Tungchin  center  in  two  semicircles,  the  outer  and  the 
inner.  This  Moho-Suiyuan  line  starts  from  Moho  and 
proceeds  along  the  right  bank  of  the  Amur  River  to 
Ussuri,  Omurh,  Panga,  Kaikukang,  Anlo,  and  Woshi- 
men.  After  this  point,  the  river  bends  more  southward 
and  the  line  follows  the  same  bend  to  Ankan, 
Chahayen,  Wanghata,  and  Huma.  From  Huma,  it 
proceeds  to  Sierhkenchi,  Chila,  Manchutun,  Heiho, 
and  Aigun  where  it  meets  the  terminus  of  the  Chin- 
chow- Aigun  line.  After  Aigun,  the  line  turns  more 
eastward  to  Homolerhchin,  Chilirh,  and  Korfen  where 
it  meets  the  terminus  of  the  Tungchin-Korfen  line. 


i66  THE  INTERNATIONAL 

Thence  it  proceeds  to  Wuyun,  Foshan,  and  Lopeh. 
After  Lopeh,  it  goes  to  Hokang  at  the  junction  of  the 
Amur  and  Sungari.  At  this  point,  the  Hne  crosses  the 
Sungari  River  to  Tungkiang  and  proceeds  to  Kaitsing- 
kow,  Otu,  and  Suiyuan  where  it  ends.  This  Hne  covers 
a  distance  of  900  miles  running  all  its  way  through  the 
gold-producing  region. 

o.    The  Hunna-Chilalin  or  Shihwei  Line 

This  is  merely  a  branch  of  the  Moho-Suiyuan  line. 
It  starts  from  Huma  and  follows  the  Kumara  River 
passing  by  the  Taleitse  Gold  Mine  and  Wapalakow 
Gold  Mine.  Then  it  proceeds  up  the  Kumara  River 
in  a  westerly  and  southwesterly  direction  to  its  south- 
ern source  and  there  it  crosses  the  watershed  into  the 
Halarh  Valley,  thence  descending  the  valley  to  Chilalin 
or  Shihwei.  This  line  covers  a  distance  of  about  320 
miles  running  in  an  extremely  rich  gold  district. 

p.    The  Ussuri-Tumen-Yalu-Coast  Line 

This,  the  second  line  of  the  outer  semicircle,  starts 
by  continuing  the  first  line  at  Suiyuan,  and  proceeds 
along  the  left  bank  of  the  Ussuri  River,  passing 
Kaulan,  Fuyeu,  and  Minkang,  to  Yaoho,  where  it 
meets  the  terminus  of  the  Tungchin- Yaoho  line.  From 
Yaoho,  it  runs  parallel  to  the  Russian  Ussuri  Railway 
on  the  east  side  of  the  river  as  far  as  Fulin.  After 
Fulin,  it  parts  from  the  Russian  line  by  turning  west- 


DEVELOPMENT  OF  CHINA  167 

ward  following  the  Mulingho  River  to  Mishan  on  the 
northwestern  corner  of  the  Hanka  Lake.  Thence  it 
goes  to  Pinganchin,  turns  southward  alongside  the 
boundary  line  and  crosses  the  Harbin-Vladivostok 
line  at  Siusuifen  Station  to  Tungning.  After  Tung- 
ning,  it  continues  the  same  southward  course  along- 
side the  boundary  line  to  a  point  between  Szetaukow 
and  Wutaukow,  then  turns  westward  to  Hunchun,  and 
northwestward  to  Yenchi  where  it  meets  the  projected 
Japanese  Hweining-Kirin  line.  From  Yenchi,  it  fol- 
lows the  Japanese  line  to  Holung,  and  proceeds  south- 
westward  by  the  left  side  of  the  Tumen  River  across 
the  watershed  into  the  Yalu  Valley,  where  it  meets  the 
Tungchin-Changpeh  line.  After  Changpeh  it  turns 
westward  and  northwestward  following  the  right  bank 
of  the  Yalu  to  Linkiang,  thence  south  westward,  still 
following  the  right  bank  of  the  Yalu,  to  Tsianhsien 
and  then  continues  in  the  same  direction,  along  the 
Yalu  bank,  to  Antung,  where  it  meets  the  Antung- 
Mukden  Railway.  After  Antung,  it  proceeds  to 
Tatungkow  at  the  mouth  of  the  Yalu,  thence  along 
the  coast  to  Takushan  and  Chwangho,  then  westward 
through  Situn  and  Pingfangtien  to  join  the  South 
Manchurian  Railway  at  Wukiatun.  This  line  covers 
a  distance  of  1,100  miles,  which  runs  from  end  to  end 
right  along  the  southeastern  boundary  of  Manchuria. 

q.     The  Linkiang-Dolon  Nor  Line 

This  is  the  third  line  of  the  outer  semicircle  of  the 
Tungchin  railway  center,  and  connects  the  radiating 


168  THE  INTERNATIONAL 

lines  south  of  the  center.  It  starts  from  Linkiang  at 
the  southwestward  turn  of  the  Yalu  River,  and  pro- 
ceeds across  the  mountainous  region  passing  by 
Tunghwa,  Hingking,  and  Fushun,  to  Mukden,  where 
it  crosses  the  South  Manchurian  Railway.  From 
Mukden,  it  goes  together  with  the  Peking-Mukden  Una 
as  far  as  Sinmin,  where  it  crosses  the  Tungchin- 
Hulutao  Hne  and  proceeds  northwestward  through 
Sinhhtun  to  Fowsin.  After  Fowsin  the  Hne  enters  the 
hilly  district  of  the  upper  Liaoho  Valley,  and  proceeds 
to  Chihfeng,  after  passing  through  numerous  small 
villages  and  camping  places  in  this  vast  pasture.  After 
Chihfeng  the  line  proceeds  through  the  Yinho  Valley 
by  Sanchotien,  Kungchuling,  and  Tachientse,  to 
Famuku,  thence  follows  the  Tulakanho  to  Dolon  Nor, 
covering  a  distance  of  about  500  miles. 

r.    The  Chikatobo-Sansing  or  Ilan  Line 

This  is  the  first  line  of  the  inner  semicircle  which 
connects  the  radiating  lines  from  the  Tungchin  railway 
center  on  the  northeast.  It  starts  from  Chikatobo  on 
the  upper  reach  of  the  Amur,  and  proceeds  eastward 
and  southeastward  through  many  valleys  and  moun- 
tains of  the  Great  Khingan  Range  to  Nunkiang.  After 
Nunkiang,  it  goes  in  a  more  southerly  direction  to 
Keshan,  thence  to  Hailun,  and  then  crosses  the  Sun- 
gari  to  Sansing  or  Ilan.  This  line  covers  a  distance  of 
about  700  miles,  passing  through  an  agricultural  and 
gold-producing  country. 


DEVELOPMENT  OF  CHINA  169 

s.    The  Sansing  or  Ilan-Kirin  Line 

This  is  the  second  Hne  of  the  inner  semicircle.  It 
starts  from  Sansing  and  proceeds  southwestward  along 
the  right  bank  of  the  Mutan  River  through  Tauchan, 
Erchan,  Sanchan,  and  Szuchan,  to  Chengtse  where  it 
crosses  the  Harbin- Vladivostok  line.  Then  it  goes  to 
Ninguta,  after  crossing  over  the  Mutan  River  from 
right  to  the  left  bank.  After  Ninguta  it  proceeds 
southwestward  passing  through  Wungcheng,  Lanchi- 
chan,  Talachan,  and  Fungwangtien,  to  Omu.  From 
Omu  it  joins  the  Japanese  Hweining-Kirin  line  and 
proceeds  westward  to  Kirin.  This  line  covers  a  dis- 
tance of  about  200  miles,  along  the  fertile  Mutan 
Valley. 

t.     The  Kirin-Dolon  Nor  Line 

This  is  the  third  line  of  the  inner  semicircle  in  the 
Tungchin  system.  It  starts  from  Kirin  and  follows 
the  old  highway  westward  to  Changchun  where  it 
meets  the  termini  of  the  Chinese  Eastern  Raihvay  from 
the  north  and  the  Japanese  South  Manchurian  Railway 
from  the  south.  After  Changchun,  it  proceeds  across 
the  plain  to  Shuangshan  where  it  meets  the  Tungchin- 
Hulutao  line  and  the  Japanese  Szupingkai-Cheng- 
kiatun-Taonan  line.  From  Shuangshan,  it  crosses  the 
Liao  River  to  Liaoyuan,  thence  it  traverses  the  vast 
plain,  crossing  the  Tungchin-Great  Northern  Port  line 
and  goes  to  Suitung  where  it  meets  the  Hulutao-Hailar 
line.     After  Suitung,  it  proceeds  up  the  Liao  Valley 


I70  THE  INTERNATIONAL 

where  it  comes  across  the  Hulutao-Kerulen  line  and 
then  crosses  the  watershed  to  Dolon  Nor  where  it  ends. 
This  Hne  covers  a  distance  of  500  miles.  This  com- 
pletes the  cobweb  system  of  the  projected  North- 
Eastern  Railway.  The  total  length  of  this  entire 
system  is  about  9,000  miles. 

PART     IV 
The  Extension  of  the  Northwestern  Railway  System 

The  Northwestern  Railway  System  covers  the  re- 
gion of  Mongolia,  Sinkiang,  and  a  part  of  Kansu,  an 
area  of  1,700,000  square  miles.  This  territory  exceeds 
the  area  of  the  Argentine  Republic  by  600,000  square 
miles.  Argentina  is  now  the  greatest  source  of  the 
world's  meat  supply,  while  the  Mongolian  pasture  is 
not  yet  developed,  owing  to  the  lack  of  transportation 
facilities.  As  Argentina  has  superseded  the  United 
States  in  supplying  the  world  with  meat,  so  the  Mon- 
golian pasture  will  some  day  take  the  place  of 
Argentina,  when  railways  are  developed  and  cattle 
raising  is  scientifically  improved.  Thus  the  construc- 
tion of  railroads  in  this  vast  food-producing  region  is 
an  urgent  necessity  as  a  means  of  relieving  the  world 
from  food  shortage.  In  the  first  program  of  this 
International  Development  Scheme,  I  proposed  7,000 
miles  of  railways  for  this  vast  and  fertile  region,  for  the 
purpose  of  developing  the  Great  Northern  Port,  and 
relieving   the    congested    population    of    southeastern 


DEVELOPMENT  OF  CHINA  171 

China.  But  this  7,000  miles  of  railways  form  merely 
a  pioneer  line.  In  order  to  develop  this  virgin  con- 
tinent properly,  more  railways  have  to  be  constructed. 
Therefore  in  this  plan,  namely,  the  Extension  of  the 
Northwestern  Railway  System,  I  propose  the  follow- 
ing lines : 

a.  The  Dolon  Nor-Kiakata  line. 

b.  The  Kalgan-Urga-Tannu  Ola  line. 

c.  The  Suiyuan-Uliassutai-Kobdo  line. 

d.  The  Tsingpien-Tannu  Ola  line. 

e.  The  Suchow-Kobdo  line. 

f.  The  Northwestern  Frontier  line. 

g.  The  Tihwa  or  Urumochi-Ulankom  line, 
h.     The  Gaskhiun-Tannu  Ola  line. 

i.  The  Uliassutai-Kiakata  line. 

j.  The  Chensi  or  Barkul-Urga  line. 

k.  The  Suchow-Urga  line. 

1.  The  Desert  Junction-Kerulen  line. 

m.  The  Khobor-Kerulen-Chikatobo  line. 

n.  The  Wuyuan-Taonan  line. 

o.  The  Wuyuan-Dolon  Nor  hne. 

p.  The  Yenki-Ili  line, 

q.  The  Ili-Hotien  line. 

r.  The  Chensi-Kashgar  line  and  its  branches. 

a.    The  Dolon  Nor-Kiakata  Line 

This  line  starts  from  Dolon  Nor  and  proceeds  in  a 
northwesterly  direction,  following  the  caravan  road 
across   the   vast   pasture   to    Khorkho,    Kuoto,    and 


172 


THE  INTERNATIONAL 


Suliehto.  After  Suliehto,  it  crosses  the  boundary  line 
into  Outer  Mongolia  by  the  same  road  to  Khoshentun, 
Lukuchelu,  and  Yangto.  Thence  it  crosses  the  Kerulen 
River  to  Otukunkholato,  and  enters  the  hilly  region 
where  it  crosses  the  Kerulen  watershed  and  the  Chikoi 
watershed.  The  water  from  the  Kerulen  watershed 
flows  into  the  Amur,  and  thence  into  the  Pacific  Ocean, 
while  the  water  from  the  Chikoi  watershed  flows  into 
Lake  Baikal,  and  thence  to  the  Arctic  Ocean.  After 
crossing  the  Chikoi  watershed,  it  follows  a  branch  of 
the  Chikoi  River  to  Kiakata.  This  line  covers  a  dis- 
tance of  about  800  miles. 

b.    The  Kalgan-Urga-Tannu  Ola  Line 

This  line  starts  from  Kalgan  at  the  Great  Wall,  and 
proceeds  northwestward  up  the  plateau,  crosses  a  range 
of  hills  into  the  Mongolian  prairie,  and  goes  to 
Mingan,  Boroldshi,  Ude,  and  Khobor,  where  it  crosses 
the  Dolon  Nor-Urumochi  trunk  line.  After  Khobor, 
it  proceeds  across  the  vast  and  rich  pasture  of  Mubulan, 
then  proceeds  in  a  straight  line  through  Mukata  and 
Nalaiha  to  Urga.  From  Urga,  it  goes  into  the  hilly 
district  crossing  Selenga  Valley  to  a  point  opposite  the 
southern  end  of  Lake  Kos  Gol,  and  then  turns  north- 
ward across  a  range  of  mountains  to  Khatkhyl  on  the 
southern  shore  of  Kos  Gol.  After  Khatkhyl,  it  skirts 
Kos  Gol  Lake  along  the  western  shore  for  some  dis- 
tance, then  turns  northwestward  and  westward,  follow- 
ing the  course  of  the  Khua  Kem  River  to  a  point  near 


DEVELOPMENT  OF  CHINA  173 

its  exit  at  the  frontier  line,  then  turns  southwestward 
up  the  Kemtshik  Valley  to  its  headwater,  passes 
through  Pakuoshwo,  and  ends  at  the  boundary  line 
beween  the  Russian  and  Chinese  territories.  This  line 
covers  a  distance  of  about  1,700  miles. 

c.     The  Suiyuan-Uliassutai-Kobdo  Line 

This  line  starts  from  Suiyuan  in  the  northwestern 
corner  of  Shansi,  and  proceeds  in  a  northwesterly 
direction  across  the  hilly  country  into  the  Mongolian 
pasture  to  Tolibulyk,  where  it  crosses  the  Great  North- 
ern Port-Hami  line,  and  the  Great  Eastern  Port-Urga 
line.  After  Tolibulyk,  it  proceeds  in  a  straight  line  in 
the  same  direction  passing  through  Barunsudshi  to  the 
capital  of  Tuchetu.  Thence  it  continues  in  the  same 
straight  line  northwestward  to  Gorida.  After  Gorida, 
it  follows  the  caravan  road  to  Kolitikolik  where  it 
crosses  the  Great  Northern  Port-Urumochi  trunk 
line.  From  Kolitikolik,  the  line  turns  northwestward, 
then  westward  and  proceeds  across  many  streams  and 
valleys  and  passes  by  many  small  towns  to  Uliassutai. 
At  Uliassutai,  it  crosses  the  B.  Junction-Frontier 
branch  of  the  Great  Eastern  Port-Urumochi  line. 
After  Uliassutai,  the  line  proceeds  westward  following 
the  trade  road,  passes  through  Khuduku,  Bogu, 
Durganor,  and  Sakhibuluk  to  Kobdo.  Thence  the  line 
turns  northwestward  to  Khonga,  Ukha,  and  Clegei, 
then  westward  to  Beleu  and  ends  at  the  frontier.  This 
line  is  about  1,500  miles  long. 


174  THE  INTERNATIONAL 

d.     The  Tsingpien-Tannu  Ola  Line 

This  Hne  starts  from  Tsingpien  at  the  Great  Wall, 
on  the  northern  border  of  Shensi,  proceeds  through  the 
Ordos  country  by  Bonobalgasun,  Orto,  and  Shinchao, 
and  then  crosses  the  Hoangho  to  Santaoho.  From 
Santaoho,  it  proceeds  across  Charanarinula  Mountain 
into  Mongolian  prairie  in  a  northwesterly  direction  to 
Kurbansihata  where  it  crosses  the  Peking-Hami  line, 
then  it  goes  to  Unikuto  and  Enkin,  where  it  crosses 
the  Great  Northern  Port-Urumochi  line.  After  Enkin, 
the  line  enters  into  a  valley  and  watered  district,  pro- 
ceeds northward  to  Karakorum,  and  then  turns  north- 
westward across  various  streams  and  valleys  of  the 
tributary  of  the  Selenga  River  by  Sabokatai  and 
Tsulimiau.  After  Tsulimiau,  it  proceeds  in  the  same 
direction  across  the  Selenga  River,  follows  its  branch, 
the  Telgir  Morin  River,  up  to  its  source  and  crosses 
the  watershed  into  Lake  Teri  Nor.  Then  it  follows 
the  outlet  of  the  Teri  Nor  to  the  Khua  Kem  River, 
where  it  ends  by  joining  the  Kalgan  Urga-Tannu  Ola 
line.    This  line  covers  a  distance  of  about  1,200  miles. 

e.    The  Suchow-Kobdo  Line 

This  line  starts  from  Suchow  in  a  northwesterly 
direction  penetrating  the  Great  Wall  at  Chiennew,  and 
proceeds  to  the  coal  field,  about  150  miles  from  Su- 
chow. Then  it  goes  to  Habirhaubuluk  and  Ilatoli.  A 
short  way  from  this  place  the  line  comes  across  the 


DEVELOPMENT  OF  CHINA  175 

Peking-Hami  line  and  then  proceeds  to  Balaktai. 
After  this  the  Hne  passes  a  bit  of  pure  desert  to  Tim- 
enchi.  After  entering  the  hilly  and  watered  country 
it  proceeds  to  Gaskhium  where  it  crosses  the  Great 
Northern  Port-Urumochi  trunk  line.  After  Gaskhiun, 
it  proceeds  to  Wolanhutok,  Tabateng,  and  Tabutu 
where  it  joins  the  Kucheng  and  Kobdo  highway  and 
following  it,  proceeds  to  Kobdo,  through  Batokuntai 
and  Sutai.  Here  the  line  ends,  covering  a  distance  of 
about  700  miles. 

f.    The  Northwestern  Frontier  Line 

This  line  starts  from  Hi  following  the  Urumochi-Ili 
line  to  Santai,  on  the  eastern  side  of  Zairam  Lake,  then 
proceeds  northeastward  by  itself  to  Tuszusai  on  the 
west  side  of  Ebi  Lake.  After  Tuszusai  it  proceeds  to 
Toli  where  it  crosses  the  Central  Trunk  line,  that  is, 
the  Great  Eastern  Port-Tarbogotai  line.  Thence  it 
goes  to  Namukotai  and  Stolokaitai  by  passing  through 
a  vast  forest  and  a  rich  coal  field.  From  Stolokaitai, 
the  line  follows  the  highway  and  proceeds  to  Chen- 
ghwaszu,  the  capital  of  Altai  province.  Thence  it 
crosses  a  mountain  range  by  the  Urmocaitu  Pass  into 
the  Kobdo  Valley,  and  follows  the  course  of  the  Kobdo 
River  to  Beleu  where  it  joins  the  Suiyuan-Kobdo  line 
and  proceeds  to  Clegei.  From  Clegei,  it  proceeds  by 
itself  to  Tabtu  via  Usungola  and  Ulamkom.  At  Tabtu, 
it  joins  the  other  line  again  and  proceeds  together  to 
the  Khua  Kem  River  in  the  Tannu  Ola  district.     It 


176  THE  INTERNATIONAL 

then  turns  eastward  ascending  the  river  to  the  junction 
of  the  Bei  Kem  and  Khua  Kem  rivers,  then  starts  again 
on  its  own  course,  following  the  former  river  and  pro- 
ceeds up  to  its  source  in  a  northeasterly  direction  end- 
ing at  the  frontier.  This  line  covers  a  distance  of  about 
900  miles. 

g.    The  Tihwa  or  Urumochi-UIankom  Line 

This  line  starts  from  Tihwa  following  the  Dolon 
Nor  trunk  line  to  Fowkang,  then  proceeds  by  its  own 
route  almost  northward  through  Chipichuan  to  Khor- 
chute.  From  Khorchute,  it  turns  northeastward  and 
proceeds  across  a  hilly  district  to  Kaiche,  then  to 
Turhuta,  where  it  crosses  a  branch  line  from  Junction 
C.  of  the  Great  Northern  Port-Urumochi  line.  After 
Turhuta,  it  turns  northward,  proceeds  up  the  Pakan- 
ingale  Valley  to  Zehoshita,  and  then  crosses  the  Tilikta 
Pass.  Thence  it  turns  northeastward  proceeding 
across  the  newly  cultivated  country  to  Kobdo.  After 
Kobdo,  it  proceeds  through  a  fertile  plateau,  by  cross- 
ing many  rivers  and  skirting  many  lakes  to  Ulankom, 
where  it  ends  by  joining  the  Northwestern  Frontier 
line.    It  covers  a  distance  of  about  550  miles. 

h.   The  Gaskhiun-Tannu  Ola  Line 

This  line  starts  from  Gaskhiun  and  proceeds  north- 
eastw^ard  across  a  hilly  and  watered  country  through 
Hatonhutuk  and  Talangjoleu,  to  Pornulu.  After 
Pornulu,  the  line  proceeds  across  the  Sapkhyn  Valley 


DEVELOPMENT  OF  CHINA  177 

by  Huchirtu  and  Porkho  to  Uliassutal  where  it  meets 
the  Suiyuan-Kobdo,  and  the  Great  Eastern  Port-UHas- 
sutai  Hnes.  After  UHassutai,  the  Hne  proceeds  north- 
ward to  a  quite  new  country  by  first  crossing  the  head- 
waters of  Selenga,  then  the  headwaters  of  the  Tess 
River.  In  the  Tess  Valley  the  line  crosses  a  vast  virgin 
forest.  After  emerging  from  this  forest  it  proceeds 
northwestward  across  the  watershed  into  the  Khua 
Kem  Valley  in  Tannu  Ola  and  ends  by  joining  the 
Northwestern  Frontier  line.  This  line  covers  a  dis- 
tance of  about  650  miles. 

i.    The  Uliassutai-Kiakata  Line 

This  line  starts  from  UHassutai  and  runs  on  the 
track  of  the  Gaskhiun-Tannu  Ola  line,  until  it  reaches 
the  Eder  River,  a  branch  of  the  Selenga.  Then,  turn- 
ing oflf  eastward,  it  begins  its  own  course  and  proceeds 
downward  following  the  course  of  the  Eder  River, 
crossing  the  Tsingpien-Tannu  Ola  line,  to  the  junction 
of  this  river  with  the  Selenga.  There  it  joins  the 
Kalgan-Urga-Tannu  Ola  line  and  proceeds  together 
eastward  in  the  common  track  for  some  distance  until 
the  other  line  turns  southeastward,  when  this  line  turns 
northeastward  following  the  Selenga  down  to  Kiakata. 
This  line  covers  a  distance  of  about  550  miles,  running 
through  a  fertile  valley. 

j.    The  Chensi  or  Barkul-Urga  Line 

This  line  starts  from  Chensi  or  Barkul  and  proceeds 
northeastward  across  a  cultivated  region  through  Tu- 


178  THE  INTERNATIONAL 

taku  to  Urkesiat.  After  Urkesiat,  it  crosses  the  Su- 
chow-Kobdo  line,  then  traverses  the  vast  pasture  on 
the  north  side  of  the  Gobi  Desert  to  Suchi  and  Dalan- 
tura.  Thence  it  turns  more  northward  across  the  Great 
Eastern  Port-Uhassutai  Hne,  and  the  Dolon  Nor-Uru- 
mochi  hne  to  Tashunhutuk.  After  this  point  the  Hne 
crosses  the  Suiyuan-Uhassutai  hne  at  Ologai  and 
proceeds  over  the  watershed  into  the  Selenga  Valley 
where  it  crosses  the  Tsingpien-Tannu  Ola  line  at 
Sabokatai.  From  here  it  turns  eastward  across  a  hilly 
and  watered  region  to  Urga.  This  line  covers  a  dis- 
tance of  about  800  miles. 

k.    The  Suchow-Urga  Line 

This  line  starts  from  Suchow  and  proceeds  by  Kinta 
to  Maumu,  and  then  follows  the  Taoho  or  Edsina 
River,  which  waters  this  strip  of  oasis,  to  the  lakes. 
Thence  it  crosses  the  Gobi  Desert,  where  it  meets  the 
crossing  lines  of  the  Peking-Hami  and  the  Great  East- 
ern Port-Uliassutai  railways  and  with  them  forms  a 
common  junction.  From  this  junction  it  proceeds 
across  desert  and  pasture  lands  to  another  railway 
crossing  which  is  formed  by  the  Suiyuan-Kobdo  and 
Tsingpien-Tannu  Ola  lines,  also  forming  a  common 
junction  together.  Thence  it  proceeds  into  pasture 
land  through  Hatengtu  and  Tolik  to  Sanintalai,  where 
it  crosses  the  Dolon  Nor-Urumochi  line.  After  Sanin- 
talai, the  line  proceeds  through  Ulanhoshih  and  many 
other  small  towns  and  encampments  to  Urga.     This 


DEVELOPMENT  OF  CHINA  179 

line  covers  a  distance  of  about  700  miles.  One  third 
of  this  length  is  through  the  desert  and  the  other  two 
thirds  through  watered  pasture  land. 

1.    The  Desert  Junction-Kerulen  Line 

This  line  starts  from  the  Desert  Junction,  proceeds 
northeastward  to  the  pastural  land  and  crosses  the 
Tsingpien-Tannu  Ola  line  south  of  Ulan  Nor  Lake. 
Thence  it  proceeds  to  the  Tuchetu  Capital  where  it 
crosses  the  Suiyuan-Kobdo  line.  After  the  Tuchetu 
Capital  it  goes  across  a  pasture  to  Junction  A.  From 
Junction  A.  it  proceeds  to  Ulanhutuk  and  Chientingche, 
then  crosses  the  Kalgan-Tannu  Ola  line  to  Zesenkhana. 
From  Zesenkhana,  the  line  follows  the  course  of  the 
Kerulen  River  down  in  a  northeasterly  direction  to  the 
city  of  Kerulen,  where  it  crosses  the  Dolon  Nor-Kerulen 
line,  and  meets  the  Kerulen-Tungchin  line.  This  line 
covers  a  distance  of  about  800  miles. 

m.    The  Khobor-Kerulen-Chikatobo  Line 

This  line  starts  from  Khobor,  the  crossing  junction 
of  the  Dolon  Nor-Urumochi,  and  the  Kalgan-Urga- 
Tannu  Ola  lines,  and  proceeds  northeastward  across  a 
vast  pasture  to  Khoshentun,  where  it  crosses  the  Dolon 
Nor-Kiakata  line.  After  Khoshentun,  it  proceeds  in 
the  same  direction  across  a  similar  pasture  to  Kerulen, 
where  it  crosses  the  Dolon  Nor-Kerulen  line.  Then  it 
proceeds  first  along  the  right  bank  of  the  Kerulen 
River,  then  crosses  to  the  left  side,  and  passes  along 


i8o  THE  INTERNATIONAL 

the  northwestern  side  of  Hulan  Lake.  After  Hulan 
Lake,  the  Hue  crosses  the  Chinese  Eastern  Railway,  and 
the  Arguna  River,  then  proceeds  along  the  right  bank 
of  the  river  to  Chikatobo,  where  the  line  ends  by  join- 
ing the  Dolon  Nor-Moho  and  the  Chikatobo-Sansing 
lines.  This  line  covers  a  distance  of  about  600  miles. 
The  first  half  of  it  runs  on  dry  land  and  the  second 
half  on  watered  land. 

n.     The  Wuyuan-Taonan  Line 

This  line  starts  from  Wuyuan  at  the  northwest  bend 
of  the  Hoangho  and  proceeds  northeastward  across  the 
Sheiten  Ula  Mountain  and  pasture  to  Tolibulyk,  where 
it  meets  the  crossing  junction  of  three  lines — the  Pe- 
king-Hami  line,  the  Suiyuan-Kobdo  line,  and  the  Great 
Eastern  Port-Urga  line.  From  Tolibulyk  the  line  pro- 
ceeds continuously  in  the  same  direction  across  a 
pasture  to  Khobor  where  it  meets  the  crossing  junction 
of  the  Dolon  Nor-Urumochi  and  the  Peking-Urga  lines, 
and  also  the  terminus  of  the  Khobor-Kerulen  line. 
After  Khobor  the  line  turns  more  eastward  and  runs 
across  the  Dolon  Nor-Kiakata  line  midway  to  Khom- 
bukure,  where  it  crosses  the  Dolon  Nor-Kerulen  and 
the  Hulutao-Kerulen  lines.  From  Khombukure  the 
line  proceeds  to  Dakmusuma,  where  it  crosses  the 
Dolon  Nor-Moho  line.  Thence  it  goes  eastward  across 
the  Great  Khingan  Mountain  to  Tuchuan,  then  turns 
southeastward  to  Taonan,  where  it  ends.  This  line 
covers  a  distance  of  about  900  miles. 


DEVELOPMENT  OF  CHINA  i8i 

o.    The  Wuyuan-Dolon  Nor  Line 

This  line  starts  from  Wuyuan  and  proceeds  north- 
eastward across  the  Sheiten  Ula  Mountain  to  Maomin- 
gan,  where  it  crosses  the  Great  Eastern  Port-Urga  Hne. 
Then  it  proceeds  across  the  vast  pasture  and  the  Sui- 
yuan-Kobdo  Hne  to  Bombotu,  where  it  passes  over  the 
Peking-Hami  Hne.  After  Bombotu,  the  Hne  turns  east- 
ward and  proceeds  across  the  Kalgan-Urga-Tannu 
Ola  line,  then  goes  to  Dolon  Nor,  where  it  ends  by 
joining  the  Dolon  Nor-Mukden-Linkiang  line,  which 
forms  a  direct  route  from  the  upper  Hoangho  Valley 
to  the  rich  Liaoho  Valley.  This  line  covers  a  distance 
of  about  500  miles. 

p.    The  Yenki-Ili  Line 

This  line  starts  from  Yenki  or  Karashar,  and  pro- 
ceeds northwestward  across  the  mountain  pass  into 
the  Hi  Valley.  It  then  follows  the  Kunges  River  down- 
ward, in  a  westerly  direction,  traversing  a  most  fertile 
valley,  to  Ining  and  Kuldja  or  Hi,  the  principal  city 
of  the  Hi  district  near  the  Russian  border,  where  it 
joins  the  Ili-Urumochi  line.  This  line  covers  a  distance 
of  about  400  miles. 

q.    The  Ili-Hotien  Line 

This  line  starts  from  Hi  or  Kuldja,  proceeds  south- 
ward across  the  Hi  River,  then  eastward  along  the  left 
side  of  the  river  and  then  southeastward  and  south- 


1 82  THE  INTERNATIONAL 

"ward  to  Bordai.  From  here  it  turns  southwestward 
into  Tekes  Valley  and  proceeding  upward  crosses  the 
Tekes  River  to  Tienchiao  and  then  ascends  the  moun- 
tain pass.  After  the  mountain  pass  the  line  turns  south- 
eastward, traverses  a  vast  coal  field  and  then  turns 
southwestward  to  Shamudai,  where  it  crosses  the  Tur- 
f  an-Kashgar  line.  From  Shamudai  it  turns  southward 
across  the  fertile  zone  of  the  north  side  of  the  Tarim 
Valley,  to  Bastutakelak.  Then  it  proceeds  southwest- 
ward to  Hotien  passing  by  on  the  way  many  small 
settlements  in  the  fertile  zone  of  the  Hotien  River 
which  flows  across  the  desert.  At  Hotien  the  line  meets 
the  Kashgar-Iden  line.  After  Hotien  the  line  proceeds 
upward  to  the  highland  south  of  the  city  and  ends  at 
the  frontier.  This  line  covers  a  distance  of  about  700 
miles. 

r.    The  Chensi-Kashgar  Line  and  Its  Branches 

This  line  starts  from  Chensi  and  proceeds  south- 
westward  along  the  Tienshan  pasture  through  Yenan- 
poa,  Shihkialoong,  and  Taolaitse  to  Chikoching,  then 
along  the  Tienshan  forest  through  Wutungkwo,  Tung- 
yenchi,  Siyenchi,  and  Olong  to  Sensien,  where  it 
crosses  the  Central  Trunk  line.  After  Sensien  it  pro- 
ceeds along  the  northern  edge  of  the  Tarim  Desert 
through  Lakesun  City  and  Shehchuan  to  Hora,  where 
it  crosses  the  Cherchen-Koria  line.  From  Hora  the  line 
proceeds  along  the  course  of  the  Tarim  River,  passing 
by  many  new  settlements,  fertile  regions,  and  virgin 


DEVELOPMENT  OF  CHINA  183 

forests,  to  Bastutakelak,  where  it  crosses  the  IH-Hotien 
Hne.  Thence  it  goes  through  Pachu  to  Kashgar  where 
it  meets  the  Urumochi-Iden  hne.  After  Kashgar  it  pro- 
ceeds northwestward  to  the  frontier  where  it  ends. 
Attached  to  this  Hne  are  two  branches.  The  first  branch 
proceeds  from  Hora  southwestward  through  many 
oases  to  Cherchen.  The  second  proceeds  from  Pachu 
southwestward  along  the  Yarkand  River  to  Sache  and 
then  westward  to  PuH  near  the  frontier.  This  line 
including  the  branches  covers  a  distance  of  about  1,600 
miles.  The  total  length  of  this  entire  system  is  about 
16,000  miles.     See  general  map. 

PARTV 
The  Highland  Railway  System 

This,  the  last  part  of  my  railway  program,  is  the 
most  difficult  and  most  expensive  undertaking  of  its 
kind ;  consequently,  it  must  be  the  least  remunerative  of 
all  the  railway  enterprises  in  China.  So  no  work  should 
be  attempted  in  this  part  until  all  the  other  parts  are 
fully  developed.  But  when  all  the  other  parts  are 
well  equipped  with  railways  then  railway  construction 
in  this  highland  region  will  also  be  remunerative,  de- 
spite the  difficulties  and  the  highly  expensive  work  in 
construction. 

The  highland  region  consists  of  Tibet,  Kokonor,  and 
a  part  of  Sinkiang,  Kansu,  Szechwan,  and  Yunnan,  an 
area  of  about  1,000,000  square  miles.    Tibet  is  known 


i84  THE  INTERNATIONAL 

to  be  the  richest  country  in  the  world  for  gold  deposits. 
Furthermore  the  adjacent  territories  possess  rich  agri- 
cultural and  pastural  lands.  This  vast  region  is  little 
known  to  the  outside  world.  The  Chinese  call  Tibet 
*'the  Western  Treasury,"  for,  besides  gold,  there  are 
other  kinds  of  metals  especially  copper,  in  great  quan- 
tities. Indeed  the  name  of  the  Western  Treasury  is 
most  appropriately  applied  to  this  unknown  region. 
When  the  world's  supply  of  precious  metals  are  ex- 
hausted, we  have  to  resort  to  this  vast  mineral  bearing 
region  for  supply.  So  railways  will  be  necessary  at 
least  for  mining  purposes.  I  therefore  propose  the 
following  lines : 

a.  The  Lhasa-Lanchow  line. 

b.  The  Lhasa-Chengtu  line. 

c.  The  Lhasa-Tali-Cheli  line. 

d.  The  Lhasa-Taklongshong  line. 

e.  The  Lhasa-Yatung  line. 

f.  The  Lhasa-Laichiyaling  line. 

g.  The  Lhasa-Nohho  line. 
h.  The  Lhasa-Iden  line. 

i.  The  Lanchow-Chochiang  line. 

j.  The  Chengtu-Dzunsasak  line, 

k.  The  Ningyuan-Cherchen  line. 

1.  The  Chengtu-Menkong  line, 

m.  The  Chengtu-Yuankiang  line, 

n.  The  Suifu-Tali  line, 

o.  The  Suifu-Mengting  line, 

p.  The  Iden-Gortok  line. 


DEVELOPMENT  OF  CHINA  185 

a.    The  Lhasa-Lanchow  Line 

This  is  the  most  important  Hne  of  this  system  for 
it  connects  the  capital  city  of  Tibet — a  vast  secluded 
region  with  several  millions  of  people — with  the  central 
trunk  line  of  the  country.  The  route  which  it  passes 
through  is  inhabitable  and  is  already  slightly  inhabited 
in  the  region  between  the  ends  of  the  proposed  hne. 
So  it  will  probably  be  a  paying  line  from  the  beginning. 
This  line  starts  from  Lhasa,  following  the  old  imperial 
highway  in  a  northward  direction  and  proceeds  by 
Talong  to  Yarh,  which  lies  on  the  southeastern  side  of 
Tengri  Nor  Lake.  After  Yarh,  the  line  turns  more 
eastward  and  proceeds  across  the  watershed  from  the 
Sanpo  Valley  to  the  Lukiang  Valley  by  the  Shuangtsu 
Pass.  Thence  turning  more  eastward  the  line  proceeds 
across  the  headwater  of  the  Lukiang  to  that  of  the 
Yangtze  by  passing  many  valleys,  streams,  and  moun- 
tain passes.  Then  it  crosses  the  main  body  of  the 
Upper  Yangtze,  which  is  here  known  as  the  Kinsha- 
kiang,  over  the  Huhusair  Bridge.  After  crossing  the 
bridge,  it  turns  southeastward,  then  eastward  across 
the  Yangtze  Valley  into  the  Hoangho  Valley,  where  it 
passes  through  many  small  towns  and  encampments 
into  the  Starry  Sea  region.  At  the  Starry  Sea,  the  line 
passes  between  the  lakes  of  Oring  Nor  and  Tsaring 
Nor.  Thence  it  turns  northeastward  across  the  south- 
east valley  of  the  Zaidam  region,  and  returns  into  the 
Hoangho  Valley  again.  Then  it  proceeds  through 
Katolapo  and  various  towns  to  Dangar^  now  called 


i86  THE  INTERNATIONAL 

Hwangyuan,  situated  near  the  border  between  Kansu 
and  Kokonor.  After  Dangar,  the  Hne  turns  southeast- 
ward following  the  course  of  the  Sining  River,  pro- 
ceeds downward  through  a  very  rich  valley  and  passes 
through  Sining,  Nienpai,  and  hundreds  of  small  towns 
and  villages  to  Lanchow.  This  line  covers  a  distance 
of  1,100  miles. 

b.    The  Lhasa-Chengtu  Line 

This  line  starts  from  Lhasa  and  proceeds  northeast- 
ward on  the  former  imperial  highway  by  Teking  and 
Nanmo  to  Motsukungchia.  Thence  it  turns  southeast- 
ward and  northeastward  to  Giamda.  From  Giamda, 
the  line  turns  northward,  then  northeastward  where 
it  proceeds  through  the  Tolala  Pass  to  Lhari.  After 
Lhari  the  line  goes  in  an  easterly  direction  and  passes 
Pianpa,  Shihtuh,  and  many  small  towns  to  Lo- 
longchong.  Thence  it  crosses  the  Lukiang  by  the  Kayu 
Bridge  and  then  turns  northeastward  to  Kinda 
and  Chiamdo.  After  Chiamdo,  the  line  instead  of 
following  the  imperial  highway  southeastward  to 
Batang,  turns  northeastward,  following  another 
trade  route,  and  proceeds  to  Payung  at  the  north- 
western corner  of  Szechwan.  From  Payung, 
it  proceeds  across  the  Kinshakiang  over  the  bridge 
near  Sawusantusze.  The  line  then  turns  southeast- 
ward, enters  the  Ichu  Valley  and  proceeds  downward 
to  Kantzu  on  the  Yalung  River.  Thence  it  proceeds 
to  Chango  and  Yinker,  to  Badi  on  the  Great  Golden 


DEVELOPMENT  OF  CHINA  187 

River,  and  Mongan  on  the  Little  Golden  River.  After 
^Mongan,  the  line  goes  through  the  Balan  Pass  to 
Kwanhsien,  and  entering  the  Chengtu  Plain,  reaches 
Chengtu  by  Pihsien.  This  line  covers  a  distance  of 
about  1,000  miles. 

c.     The  Lhasa-Tali-Cheli  Line 

This  line  starts  from  Lhasa  by  the  same  track  as 
the  Lhasa-Chengtu  line  as  far  as  Giamda.  From 
Giamda,  it  proceeds  by  its  own  track  southeastward, 
following  a  branch  of  the  Sanpo  River  to  Yulu,  where 
this  branch  joins  its  main  stream.  After  Yulu,  it  fol- 
lows the  left  bank  of  the  Sanpo  River  passing  by  Kong- 
posaga  to  Timchao.  From  Timchao,  the  line  turns 
away  from  the  Sanpo  River  and  proceeds  in  an 
eastward  direction  to  Timchong  city,  Ikung,  Kuba,  and 
Shuachong.  After  Shuachong,  the  line  proceeds  south- 
eastward to  Lima,  thence  eastward  to  Menkong  on  the 
Lukiang.  From  Menkong,  the  line  turns  southward 
and  goes  along  the  right  bank  of  the  Lukiang  passing 
Samotung  to  Tantau.  Then  crossing  the  Lukiang,  it 
proceeds  across  the  watershed  through  Gaiwa  village 
to  the  Lantsang  (or  Mekong)  River,  and  to  Hsiao- 
weisi  beyond  it.  After  Hsiaoweisi,  it  follows  the  river 
bank  to  the  Chenghsin  Copper  Mine,  thence  it  turns 
away  from  the  river  and  proceeds  by  Hosi,  Erhyuan, 
Tengchow,  and  Shangkwang  to  Tali.  From  Tali,  the 
line  proceeds  to  Hsiakwang,  Fengyi,  Menghwa,  and 
then  meets  the  Lantsang  River  again  at  Paotien. 
Thence  it  follows  the  left  bank  southward  right  through 


i88  THE  INTERNATIONAL 

to  Cheli,  where  it  ends.     This  Hne  covers  a  distance 
of  900  miles. 

d.    The  Lhasa-Taklongshong  Line 

This  hne  starts  from  Lhasa  and  proceeds  southward 
by  way  of  Teking  to  the  Sanpo  River  where  turning 
eastward  it  follows  the  left  bank  of  the  river  to  Sakor- 
shong.  After  crossing  the  Sanpo  River  to  Chetang,  it 
proceeds  southward  by  Chikablung,  Menchona,  Ta- 
wang,  Dhirangjong  to  Taklongshong  and  continues 
farther  on  until  it  reaches  the  Assam  frontier.  This 
line  covers  a  distance  of  200  miles. 

e.    The  Lhasa-Yatung  Line 

This  line  starts  from  Lhasa  and  proceeds  southwest- 
ward  by  Chashih  following  the  former  imperial  high- 
way by  Yitang  and  Kiangli  to  Chushui.  At  Chushui,  it 
crosses  to  Sanpo  River  over  the  Mulih  Bridge  to  Cha- 
kamo  on  the  south  side,  thence  to  Tamalung,  Paiti, 
Tabolung,  and  Nagartse.  After  Nagartse,  the  line 
turns  westward  to  Jungku,  Lhaling,  and  Shachia.  At 
Shachia,  the  line  leaves  the  former  imperial  highway 
and  turns  southwestward  again  and  proceeds  via  Kula 
to  Yatung  at  the  Sikkim  border.  This  line  covers  a 
distance  of  250  miles. 

f.    The  Lhasa-Laichiyaling  Line  and  Branches 

This  line  starts  from  Lhasa  and  proceeds  northwest- 
ward by  Chashih  following  the  former  imperial  road 
to  Little  Taking,  and  westward  to  Yangpachin  and 


DEVELOPMENT  OF  CHINA  189 

Sangtolohai.  Thence  turning  southwestward,  it  pro- 
ceeds to  Namaling  and  Tangto,  and  crosses  the  Sanpo 
River  at  Lhaku.  After  Lhaku,  the  line  turns  westward 
to  Shigatse,  the  second  important  city  in  Tibet  whence 
it  proceeds  in  the  same  direction  to  Chashihkang,  Pang- 
choHng,  and  Lhatse  all  on  the  right  side  of  the  Sanpo 
River.  From  Lhatse,  a  branch  line  starts  southwest- 
ward  via  Chayakor  and  Dingri  to  Niehlamuh  on  the 
Nepal  border.  The  main  line,  however,  crosses  to  the 
left  side  of  the  Sanpo  River  and  proceeds  on  the  same 
highway  via  Nabringtaka  to  Tadum  where  another 
branch  line  proceeds  soutWestward  to  the  Nepal 
border.  The  main  line  continues  northwestward  via 
Tamusa  and  Choshan  to  Gartok,  thence  turning  west- 
ward it  proceeds  to  Laichiyaling  on  the  Sutlej  River 
and  ends  on  the  Indian  border.  This  line,  including  the 
two  branches,  covers  a  distance  of  850  miles. 

g.     The  Lhasa-Nohho  Line 

This  line  starts  from  Lhasa  and  runs  in  the  same 
track  as  line  (f)  to  Sangtolohai  where  it  proceeds  by 
its  own  line  northwestward  to  Teching,  Sangchashong, 
and  Taktung.  Thence,  it  enters  into  the  richest  gold 
field  in  Tibet  and  through  Wengpo,  Tulakpa,  Kwang- 
kwei,  and  Ikar  reaches  Nohho,  where  the  line  ends.  It 
covers  a  distance  of  700  miles. 

h.    The  Lhasa-Iden  Line 

This  line  starts  from  Lhasa,  following  the  common 
track  of  lines  (f)  and  (g)  to  the  southwestern  corner 


190  THE  INTERNATIONAL 

of  Tengri  Lake,  whence  it  proceeds  by  its  own  track 
northwestward  by  Lungmaj  ing,  Tipoktolo  and  four  or 
five  other  small  places  to  Sari.  After  Sari,  the  line 
penetrates  a  vast  tract  of  uninhabited  land  to  Pakar 
and  Suketi.  Thence  crossing  the  mountain  passes  and 
descending  from  the  highland  to  the  Tarim  Basin 
through  Sorkek  to  Yasulakun,  the  line  joins  the  Cher- 
chen-Iden  railway  of  the  Northwestern  System  and 
proceeds  on  the  same  track  to  Iden.  This  line  covers 
a  distance  of  700  miles. 

i.     The   Lanchow-Chochiang   Line 

This  line  starts  from  Lanchow,  on  the  same  track  of 
the  Lhasa-Lanchow  line  as  far  as  the  southeastern 
corner  of  the  Lake  Kokonor.  Thence  it  proceeds  on  its 
own  track  by  skirting  along  the  southern  shore  of  Lake 
Kokonor  to  Dulankit,  where  it  turns  southwestward  to 
Dzunsasak.  From  Dzunsasak,  the  line  proceeds  in  a 
westerly  course  along  the  southern  side  of  the  Zaidam 
Swamp,  and  passes  Tunyueh,  Halori,  and  Golmot  to 
Hatikair.  After  Hatikair,  the  line  turns  northwest- 
ward by  Baipa,  Nolinjoha,  to  Orsinte.  Thence  turning 
more  northward,  it  proceeds  across  the  mountain  range 
by  Tsesinvitusuik  and  Tuntunomik  to  Chochiang, 
where  it  ends  by  joining  the  Ansi-Iden  and  Chochiang- 
Koria  lines,  covering  a  distance  of  700  miles. 

j.    The  Chengtu-Dzunsasak  Line 

This  line  starts  from  Chengtu  and  proceeds  to  Kwan- 
hsien  on  the  track  of  the  Lhasa-Chengtu  line,  thence 


DEVELOPMENT  OF  CHINA  191 

northward  on  its  own  track  by  Wenchuan,  to  Mauchow. 
Then,  it  proceeds  northwestward  following  the  course 
of  the  Minkiang  to  Sungpan.  x\fter  Sungpan,  it  as- 
cends the  Min  Valley  passing  Tungpi  to  Shangleyao, 
where  it  crosses  the  watershed  from  the  Yangtze  River 
side  to  that  of  the  Hoangho.  Thence  the  line  proceeds 
to  Orguseri,  and  following  a  branch  of  the  Hoangho 
to  the  northwestern  turn  of  its  main  stream,  it  proceeds 
along  its  right  bank  via  Chahuntsin  to  Peilelachabu. 
There  it  crosses  the  Hoangho  to  the  northwest  turn  of 
the  old  imperial  road,  where  it  joins  the  Lhasa-Lan- 
chow  line  and  proceeds  as  far  as  Lanipar.  Then 
turning  northwestward,  it  proceeds  by  its  own  line  to 
Dzunsasak,  where  it  ends  by  joining  the  Lanchow- 
Chochiang  line.  This  line  covers  a  distance  of  650 
miles. 

k.    The  Ningyuan-Cherchen  Line 

This  line  starts  from  Ningyuan  and  proceeds  in  a 
northwestward  direction  via  Hwaiyuanchen  to  the 
Yalungkiang.  Then  it  ascends  along  the  left  side  of 
that  river  to  Yakiang,  and  crossing  to  the  right  side 
of  that  river  it  proceeds  by  the  old  post  road  to  Siolo, 
where  it  turns  away  from  the  river  and  follows  the 
same  post  road  to  Litang.  From  Litang  it  proceeds 
in  the  same  direction  but  follows  another  road  to 
Kangtu,  on  the  left  side  of  the  Kinshakiang.  Follow- 
ing the  same  side  of  the  river,  it  proceeds  to  Sawusan- 
tusze,  where  it  crosses  the  Lhasa-Chengtu  line.  After 
Sawusantusze,  the  line  continues  in  the  same  direction 


192  THE  INTERNATIONAL 

and  follows  the  same  side  of  the  Kinshakiang  via  Tash- 
igompa,  to  the  Huhusair  Bridge,  where  it  crosses  the 
Lhasa-Lanchow  line.  Then  following  a  northern 
branch  of  the  Kinshakiang  to  its  source  and  crossing 
the  watershed,  it  proceeds  along  the  caravan  road  by 
Hsinszukiang  and  Olokung  to  Cherchen,  where  it  ends, 
covering  a  distance  of  about  1,350  miles.  This  is  the 
longest  line  of  this  system. 

1.    The  Chengtu-Menkong  Line 

This  line  starts  from  Chengtu  and  proceeds  south- 
westward  by  Shuangliu,  Hsintsin,  Mingshan,  to  Ya- 
chow.  From  Yachow,  it  turns  northwestward  and 
proceeds  to  Tienchuan,  then  westward  to  Tatsienlu, 
Tunyolo,  and  Litang.  After  Litang,  the  line  proceeds 
southwestward  through  Batang  and  Yakalo,  to  Men- 
kong,  covering  a  distance  of  about  400  miles  of  very 
mountainous  country. 

m.    The  Chengtu-Yuankiang  Line 

This  line  starts  from  Chengtu  on  the  same  track  of 
the  Chengtu-Menkong  line,  proceeds  to  Yachow  and 
thence  by  its  own  track  in  the  same  direction  via  Jung- 
ching,  to  Tsingliu.  After  Tsingliu,  the  line  proceeds 
southward  through  Yuehsi  to  Ningyuan,  where  it 
meets  the  head  of  the  Ningyuan-Cherchen  line.  After 
Ningyuan,  it  goes  to  Kwaili,  then  crosses  the  Kinsha- 
kiang to  Yunnanfu  where  it  crosses  the  Canton-Tali 
line.  From  Yunnanfu,  it  proceeds  along  the  west  side 
of  the  Kunming  Lake  to  Kunyang,  and  through  Hsin- 


DEVELOPMENT  OF  CHINA  193 

shing,  Hsingo,  to  Yuankiang,  where  the  Hne  ends  by 
joining  the  Canton-Szemo  line.  It  covers  a  distance  of 
about  600  miles. 

n.   The  Suifu-Tali  Line 

This  line  starts  from  Suifu  and  proceeds  along  the 
left  bank  of  the  Yangtze  River  to  Pingshan  and  Lupo. 
After  Lupo,  it  turns  away  from  the  river  in  a  south- 
westerly direction  and  scales  the  Taliangshan 
Mountains  to  Ningyuan,  where  it  crosses  the  Chengtu- 
Yuankiang  line  and  meets  the  termini  of  the  Canton- 
Ningyuan  line  and  the  Ningyuan-Cherchen  line. 
Thence  continuing  in  the  same  direction,  it  crosses  the 
Yalungkiang  to  Yenyuan  and  Yungpeh.  After  Yung- 
peh,  the  line  turns  more  southward,  across  the  Kin- 
shakiang  to  Sincheng  and  thence  to  Tali,  where  it  ends 
by  meeting  the  Canton-Tali  line  and  the  Lhasa-Tali 
line.    It  covers  a  distance  of  about  400  miles. 

o.    The  Suifu-Mengting  Line 

This  line  starts  from  Suifu  on  the  same  track  as  the 
Suifu-Tali  line  as  far  as  Lupo.  From  Lupo,  it  goes 
on  its  own  track  across  the  Yangtze  River  here  known 
as  the  Kinshakiang,  and  follows  the  right  side  of  that 
river  upward  to  its  southward  bend  where  it  crosses  the 
Chengtu- Yuankiang  line,  to  Yuanmow.  From  Yuan- 
mow,  it  proceeds  to  Tsuyung,  where  it  crosses  the 
Canton-Tali  line,  thence  to  Kingtung.  After  King- 
tung,  it  proceeds  southwestward  across  the  Lantsang- 
kiang  or  Mekong  River,  to  Yunchow,  thence  turning 
13 


194  THE  INTERNATIONAL 

southwestward,  it  follows  a  branch  of  the  Lukiang 
River  to  Mengting  and  ends  on  the  frontier.  This  line 
covers  a  distance  of  about  500  miles. 

p.    The  Iden-Gartok  Line 

This  line  starts  from  Iden,  and  proceeds  southward 
along  the  Keriya  River  to  Polu,  thence  following  the 
caravan  road  up  the  highland  to  Kuluk.  From  Kuluk, 
it  proceeds  southwestward  via  Alasa  and  Tunglong  to 
Nohho,  where  it  meets  the  terminus  of  the  Lhasa- 
Nohho  line.  After  Nohho,  it  skirts  around  the  eastern 
end  of  the  Noh-tso-Lake  to  Rudok  and  proceeds  south- 
westward  to  Demchok,  on  the  Indus  River.  From 
Demchok,  it  proceeds  southeastward  following  the 
Indus  River  up  to  Gartok,  where  it  ends  by  joining  the 
Lhasa-Laichiyaling  line.  This  line  covers  a  distance  of 
about  500  miles.  This  highland  system  totals  about 
11,000  miles. 

PART  VI 
The  Establishment  of  Locomotive  and  Car  Factories 

The  railways  projected  in  the  Fourth  Program  will 
total  about  62,000  miles ;  and  those  in  the  First  and  the 
Third  Programs  about  14,000  miles.  Besides  these, 
there  will  be  double  tracks  in  the  various  trunk  lines, 
which  will  make  up  a  grand  total  of  no  less  than 
100,000  miles,  as  stated  in  the  preliminary  part  of  these 
programs.    With  this  100,000  miles  of  railwa^ys  to  be 


DEVELOPMENT  OF  CHINA  195 

constructed  in  the  coming  ten  years,  the  demands  for 
locomotives  and  cars  will  be  tremendous.  The  fac- 
tories of  the  world  will  be  unable  to  supply  them, 
especially  at  this  juncture  of  reconstruction  after  the 
great  world  war.  So  the  establishment  of  locomotive 
and  car  factories  in  China  to  supply  our  own  demands 
of  railway  equipment  will  be  a  necessary  as  well  as  a 
profitable  undertaking.  China  possesses  unlimited  sup- 
plies of  raw  materials  and  cheap  labor.  What  we  need 
for  establishing  such  factories  is  foreign  capital  and  ex- 
perts. What  amount  of  capital  should  be  invested  in 
this  project,  I  have  to  leave  to  experts  to  decide. 

I  suggest  that  four  large  factories  should  be  started 
simultaneously  at  the  beginning — two  on  the  coast  and 
two  on  the  Yangtze.  Of  those  on  the  coast,  one  should 
be  at  the  Great  Northern  Port,  and  the  other  at  the 
Greatern  Southern  Port — Canton.  Of  those  on  the 
Yangtze,  one  should  be  at  Nanking  and  the  other  at 
Hankow.  All  four  are  in  centers  of  both  land  and 
water  commnication,  where  skilled  labor  can  easily 
be  obtained.  They  are  also  near  our  iron  and  coal 
fields.  Besides  these  four  great  factories,  others  should 
be  established  at  suitable  centers  of  iron  and  coal  fields 
when  our  railways  will  be  more  developed. 

All  the  factories  should  be  under  one  central  control. 
The  locomotives  and  cars  of  our  future  railways  should 
be  standardized  so  as  to  make  possible  the  interchange 
of  parts  of  machinery  and  equipment.  We  should  also 
adopt  the  standard  gauge,  that  is,  the  4  feet  8>4  inch 
gauge  which  has  been  adopted  by  most  of  the  railways 


196  DEVELOPMENT  OF  CHINA 

of  the  world.  In  fact,  almost  all  the  railways  hitherto 
built  in  China  are  of  this  gauge.  The  purpose  of  the 
proposed  standardization  is  to  secure  the  highest  effi- 
ciency as  well  as  the  greatest  economy. 


PROGRAM  V 

In  the  preceding  four  programs,  I  dealt  exclusively 
with  the  development  of  the  key  and  basic  industries. 
In  this  one,  I  am  going  to  deal  with  the  development  of 
the  main  group  of  industries  which  need  foreign  help. 
By  the  main  group  of  industries,  I  mean  those  in- 
dustries which  provide  every  individual  and  family 
with  the  necessaries  and  comforts  of  life.  Of  course, 
when  the  key  and  basic  industries  are  developed,  the 
various  other  industries  will  spontaneously  spring  up 
all  over  the  country,  in  a  very  short  time.  This  had 
been  the  case  in  Europe  and  America  after  the  indus- 
trial revolution.  The  development  of  the  key  and  the 
basic  industries  will  give  plenty  of  work  to  the  people 
and  will  raise  their  wages  as  well  as  their  standard  of 
living.  When  wages  are  high,  the  price  for  neces- 
saries and  comforts  of  life  will  also  be  increased.  So 
the  rise  in  wages  will  be  accompained  by  the  rise  in  the 
cost  of  living.  Therefore,  the  aim  of  the  development 
of  some  of  the  main  group  of  industries  is  to  help 
reduce  the  high  cost  of  living  when  China  is  in  the 
process  of  international  development,  by  giving  to  the 
majority  of  the  people  plenty  of  the  essentials  and 
comforts  of  life  as  well  as  higher  wages. 

It  is  commonly  thought  that  China  is  the  cheapest 
197 


198  THE  INTERNATIONAL 

country  to  live  in.  This  is  a  misconception  owing  to 
the  common  notion  of  measuring  everything  by  the 
value  of  money.  If  we  measure  the  cost  of  Hving  by 
the  value  of  labor  then  it  will  be  found  that  China  is 
the  most  expensive  country  for  a  common  worker  to  live 
in.  A  Chinese  coolie,  a  muscular  worker,  has  to  work 
14  to  16  hours  a  day  in  order  to  earn  a  bare  subsistence. 
A  clerk  in  a  shop,  or  a  teacher  in  a  village  school  cannot 
earn  more  than  a  hundred  dollars  a  year.  And  the 
farmers  after  paying  their  rents  and  exchanging  for  a 
few  articles  of  need  with  their  produce  have  to  live  from 
hand  to  mouth.  Labor  is  very  cheap  and  plentiful  but 
food  and  commodities  of  life  are  just  enough  to  go 
round  for  the  great  multitude  of  the  four  hundred 
millions  in  China  in  an  ordinary  good  year.  In  a  bad 
year,  a  great  number  succumb  to  want  and  starvation. 
This  miserable  condition  among  the  Chinese  proletariat 
is  due  to  the  non-development  of  the  country,  the  crude 
methods  of  production  and  the  wastefulness  of  labor. 
The  radical  cure  for  all  this  is  industrial  development 
by  foreign  tapital  and  experts  for  the  benefit  of  the 
whole  nation.  Europe  and  America  are  a  hundred 
years  ahead  of  us  in  industrial  development;  so  in 
order  to  catch  up  in  a  very  short  time  we  have  to  use 
their  capital,  mainly  their  machinery.  If  foreign 
capital  cannot  be  gotten,  we  will  have  to  get  at  least 
their  experts  and  inventors  to  make  for  us  our  own 
machinery.  In  any  case,  we  must  use  machinery  to 
assist  our  enormous  man-power  to  develop  our  un- 
limited resources. 


DEVELOPMENT  OF  CHINA  199 

In  modem  civilization,  the  material  essentials  of  life 
are  five,  namely :  food,  clothing,  shelter,  means  of  loco- 
motion, and  the  printed  page.  Accordingly  I  will 
formulate  this  program  as  follows : 

I.  The  Food  Industry. 

II.  The  Clothing  Industry. 

III.  The   Housing   Industry. 

IV.  The  Motoring  Industry. 
V.  The  Printing  Industry. 

PART    I 
The  Food  Industry 

The  food  industry  should  be  treated  under  the  fol- 
lowing headings : 

a.  The  Production  of  Food. 

b.  The  Storage  and  Transportation  of  Food. 

c.  The  Preparation  and  Preservation  of  Food. 

d.  The  Distribution  and  Exportation  of  Food. 

a.    The  Production  of  Food 

Human  foods  are  derived  from  three  sources :  the 
land,  the  sea  and  the  air.  By  far  the  most  important 
and  greatest  in  quantity  consumed  is  aerial  food  of 
which  oxygen  is  the  most  vital  element.  But  this 
aerial  food  is  abundantly  provided  by  nature,  and  no 
human  labor  is  needed  for  its  production  except  that 
which  is  occasionally  needed  for  the  airman  and  the 
submariner.     So  this  food  is  free  to  all.     It  is  not 


200  THE  INTERNATIONAL 

necessary  for  us  to  discuss  it  here.  The  production  of 
food  from  the  sea  which  I  have  already  touched  upon 
when  I  dealt  with  the  construction  of  iishing  harbors 
and  the  building  of  fishing  crafts,  will  also  be  left  out 
here.  It  is  the  specific  industries  in  the  production  of 
food  from  land,  which  need  foreign  help  that  are  to  be 
discussed  here. 

China  is  an  agricultural  country.  About  four-fifths 
of  its  population  is  occupied  in  the  work  of  producing 
food.  The  Chinese  farmer  is  very  skillful  in  intensive 
cultivation.  He  can  make  the  land  yield  to  its  utmost 
capacity.  But  vast  tracts  of  arable  lands  are  lying 
waste  in  thickly  populated  districts  for  one  cause  or 
other.  Some  are  due  to  lack  of  water,  some  to  too 
much  of  it  and  some  to  the  "dog  in  the  manger" 
system, — the  holding  up  of  arable  land  by  speculators 
and  land  sharks  for  higher  rents  and  prices. 

The  land  of  the  eighteen  provinces  alone  is  at  present 
supporting  a  population  of  four  hundred  millions.  Yet 
there  is  still  room  for  development  which  can  make 
this  same  area  of  land  yield  more  food  if  the  waste 
land  be  brought  under  cultivation,  and  the  already 
cultivated  land  be  improved  by  modern  machinery  and 
scientific  methods.  The  farmers  must  be  protected 
and  encouraged  by  liberal  land  laws  by  which  they  can 
duly  reap  the  fruits  of  their  own  labor. 

In  regard  to  the  production  of  food  in  our  interna- 
tional development  scheme,  two  necessary  undertakings 
should  be  carried  out  which  will  be  profitable  at  the 
same  time. 


DEVELOPMENT  OF  CHINA  201 

( 1 )  A  scientific  survey  of  the  land. 

(2)  The  estabHshment  of  factories  for  manu- 

facturing   agricultural    machinery    and 
implements. 

(i)  A  scientific  survey  of  the  land.  China  has 
never  been  scientifically  surveyed  and  mapped  out.  The 
administration  of  land  is  in  the  most  chaotic  state  and 
the  taxation  of  land  is  in  great  confusion,  thus  causing 
great  hardships  on  the  poor  peasants  and  farmers.  So, 
under  any  circumstance,  the  survey  of  land  is  the  first 
duty  of  the  government  to  execute.  But  this  could  not 
be  done  without  foreign  help,  owing  to  lack  of  funds 
and  experts.  Therefore,  I  suggest  that  this  work  be 
taken  up  by  an  international  organization.  This 
organization  should  provide  the  expenses  of  the  work 
by  a  loan,  and  should  carry  out  the  work  with  the  re- 
quired number  of  experts  and  equipment.  How  much 
will  be  the  expenses  for  the  survey  and  what  is  the 
amount  of  time  required  and  how  large  an  organiza- 
tion is  sufficient  to  carry  on  the  work,  and  whether 
aerial  survey  by  aeroplanes  be  practical  for  this  work 
are  questions  which  I  shall  leave  to  experts  to  decide. 

When  the  topographical  survey  is  going  on  a  geologi- 
cal survey  may  be  carried  out  at  the  same  time  so  as  to 
economize  expenses.  When  the  survey  work  is  done 
and  the  land  of  each  province  is  minutely  mapped  out, 
we  shall  be  able  to  readjust  the  taxation  of  the  already 
cultivated  and  improved  land.  As  regards  the  waste 
and  uncultivated  lands  we  shall  be  able  to  determine 


202  THE  INTERNATIONAL 

whether  they  are  suitable  for  agriculture,  for  pasture, 
for  forestry,  or  for  mining.  In  this  way,  we  can  esti- 
mate their  value  and  lease  them  out  to  the  users  for 
whatever  production  that  is  most  suitable.  The  sur- 
plus tax  of  the  cultivated  land  and  the  proceeds  of 
waste  land  will  be  for  the  payment  of  the  interest  and 
principal  of  the  foreign  loan.  Besides  the  eighteen 
provinces,  we  have  a  vast  extent  of  agricultural  and 
pastural  lands  in  Manchuria,  Mongolia,  and  Sinkiang, 
and  a  vast  extent  of  pastural  land  in  Tibet  and 
Kokonor.  They  will  have  to  be  developed  by  extensive 
cultivation  under  the  colonization  scheme,  which  is 
alluded  to  in  the  first  program. 

(2)  The  establishment  of  factories  for  manufac- 
turing agricultural  machinery  and  implements.  When 
the  waste  land  is  reclaimed,  cultivated  land  improved 
and  waste  labor  set  to  work  on  the  land,  the  demands 
for  agricultural  machinery  and  implements  will  be  very 
great.  As  we  have  cheap  labor  and  plenty  of  iron  and 
coal,  it  is  better  and  cheaper  for  us  to  manufacture 
than  to  import  the  implements  and  machinery.  For 
this  purpose,  much  capital  should  be  invested,  and 
factories  should  be  put  up  in  industrial  centers  or  in 
the  neighborhood  of  iron  and  coal  fields,  where  labor 
and  material  could  be  easily  found. 

b.    The  Storage  and  Transportation  of  Food 

The  most  important  foodstuff  to  be  stored  and  tran- 
sported is  grain.    Under  the  present  Chinese  method. 


DEVELOPMENT  OF  CHINA  203 

the  storage  of  grain  is  most  wasteful  for  if  kept  in 
large  quantities  it  is  often  destroyed  by  insects  or 
damaged  by  weather.  It  is  only  in  small  quantities  and 
by  great  and  constant  care  that  grains  can  be  preserved 
for  a  certain  period  of  time.  And  the  transportation 
of  grains  is  also  most  expensive  for  the  work  is  mostly 
done  on  man's  shoulders.  When  the  grains  reach  the 
waterway  it  is  carried  in  a  most  makeshift  way,  with- 
out the  least  semblance  of  system.  If  the  method  of 
storing  and  transporting  of  grain  be  improved,  a  great 
economic  saving  could  be  accomplished.  I  propose 
that  a  chain  of  grain  elevators  be  built  all  over  the 
country  and  a  special  transport  fleet  be  equipped  all 
along  the  waterways  by  this  International  Development 
Organization.  What  will  be  the  capital  for  this  proj- 
ect and  where  the  elevators  should  be  situated  have  yet 
to  be  investigated  by  experts. 

c.   The  Preparation  and  Preservation  of  Food 

Hitherto  the  preparation  of  food  is  entirely  by  hand 
with  a  few  primitive  implements.  The  preservation  of 
food  is  either  by  salt  or  sun  heat.  Mills  and  cannery 
method  are  scarcely  known.  I  suggest  that  a  system  of 
rice  mills  should  be  constructed  in  all  the  large  cities 
and  towns  in  the  Yangtze  Valley  and  South  China 
where  rice  is  the  staple  food.  Flour  mills  should  be 
put  up  in  all  large  cities  and  towns  north  of  the  Yangtze 
Valley,  where  wheat,  oats,  and  cereals  other  than  rice 
are  the  staple  food.    All  these  mills  should  be  under 


204  THE  INTERNATIONAL 

one  central  management  so  as  to  produce  the  best 
economic  results.  What  amount  of  capital  should  be 
invested  in  this  mill  system  by  this  international  devel- 
opment scheme  should  be  subjected  to  detailed  in- 
vestigation. 

In  regard  to  the  preservation  of  food,  fruits,  meats 
and  fishes  should  be  preserved  by  canning  or  by  refrig- 
eration. If  the  canning  industry  is  developed  there 
will  be  created  a  great  demand  for  tinplates.  There- 
fore the  establishment  of  tinplate  factories  will  be 
necessary  and  also  profitable.  Such  factories  should 
be  situated  near  the  iron  and  tin  fields.  There  are 
many  localities  in  South  China  where  tin,  iron,  and  coal 
are  situated  near  each  other,  thus  providing  ready 
materials  for  the  factories.  The  tinplate  factories  and 
the  canneries  should  be  combined  into  one  enterprise  so 
as  to  secure  best  economic  results. 

d.   The  Distribution  and  Exportation  of  Food 

In  ordinary  good  years,  China  never  lacks  food. 
There  is  a  common  saying  in  China  that  **One  year's 
tilling  will  provide  three  years'  wants."  In  the  richer 
sections  of  the  country,  the  people  generally  reserve 
three  or  four  years'  food  supply  in  order  to  combat  a 
bad  year.  But  when  China  is  developed  and  organized 
as  an  economic  whole,  one  year's  food  reserve  should 
be  kept  in  the  country  for  the  use  of  the  local  people 
and  the  surplus  should  be  sent  out  to  the  industrial 
centers.     As  the  storage  and  transportation  of  food 


DEVELOPMENT  OF  CHINA  205 

will  be  under  a  central  management  so  the  distribution 
and  exportation  of  food  should  be  under  the  same 
charge.  All  surplus  grains  of  a  country  district  should 
be  sent  to  the  nearest  town  for  storage  and  each  town 
or  city  should  store  one  year's  food.  All  the  staple 
food  should  be  sold  only  at  cost  price  to  the  inhabi- 
tants according  to  their  number,  by  the  distributing 
department.  And  the  surplus  food  should  be  exported 
to  foreign  countries  where  it  is  wanted  and  where  the 
highest  price  can  be  obtained  by  the  export  department 
under  the  central  management.  Thus  the  surplus  food 
will  not  be  wasted  as  hitherto  under  the  prohibition 
law.  The  proceeds  of  this  export  will  surely  amount 
to  a  huge  sum  which  will  be  used  in  the  payment  of 
the  interest  and  principal  of  the  foreign  loan  invested 
in  this  undertaking. 

We  cannot  complete  this  part  of  the  food  industry 
without  giving  special  consideration  to  the  Tea  and 
Soya  industries.  The  former,  as  a  beverage,  is  well 
known  throughout  and  used  by  the  civilized  world  and 
the  latter  is  just  beginning  to  be  realized  as  an  im- 
portant foodstuff  by  the  scientists  and  food  administra- 
tors. Tea,  the  most  healthy  and  delicious  beverage  of 
mankind,  is  produced  in  China.  Its  cultivation  and 
preparation  form  one  of  the  most  important  industries 
of  the  country.  Once  China  was  the  only  country  that 
supplied  the  world  with  tea.  Now,  China's  tea  trade 
has  been  wrested  away  from  her  by  India  and  Japan. 
But  the  quality  of  the  Chinese  tea  is  still  unequalled. 
The  Indian  tea  contains  too  much  tannic  acid,  and  the 


206  THE  INTERNATIONAL 

Japanese  tea  lacks  the  flavor  which  the  Chinese  tea 
possesses.  The  best  tea  is  only  obtainable  in  China — 
the  native  land  of  tea.  China  lost  her  tea  trade  owing 
to  the  high  cost  of  its  production.  The  high  cost  of 
production  is  caused  by  the  inland  tax  as  well  as  the 
export  duty  and  by  the  old  methods  of  cultivation  and 
preparation.  If  the  tax  and  duty  are  done  away  with 
and  new  methods  introduced,  China  can  recover  her 
former  position  in  this  trade  easily.  In  this  Interna- 
tional Development  Scheme,  I  suggest  that  a  system 
of  modern  factories  for  the  preparation  of  tea  should 
be  established  in  all  the  tea  districts,  so  that  the  tea 
should  be  prepared  by  machinery  instead  of,  as  hitherto, 
by  hand.  Thus  the  cost  of  production  can  be  greatly 
reduced  and  the  quality  improved.  As  the  world's 
demand  for  tea  is  daily  increasing  and  will  be  more  so 
by  a  dry  United  States  of  America,  a  project  to  supply 
cheaper  and  better  tea  will  surely  be  a  profitable  one. 

Soya  bean  as  a  meat  substitute  was  discovered  by  the 
Chinese  and  used  by  the  Chinese  and  the  Japanese  as 
a  staple  food  for  many  thousands  of  years.  As  meat 
shortage  has  been  keenly  felt  in  carnivorous  countries 
at  present,  a  solution  must  be  found  to  relieve  it.  For 
this  reason  I  suggest  that  in  this  International  Develop- 
ment Scheme  we  should  introduce  this  artificial  meat, 
milk,  butter  and  cheese  to  Europe  and  America,  by 
establishing  a  system  of  soya  bean  factories  in  all  the 
large  cities  of  those  countries,  so  as  to  provide  cheap 
nitrogenous  food  to  the  western  people.  Modern  fac- 
tories should  also  be  established  in  China  to  replace 


DEVELOPMENT  OF  CHINA  207 

those  old  and  expensive  methods  of  production  by  hand, 
so  as  to  procure  better  economic  results  as  well  as  to 
produce  better  commodities. 

PART    II 
The  Clothing  Industry 

The  principal  materials  for  clothes  are  silk,  linen, 
cotton,  wool  and  animal  skins.  I  shall  accordingly 
deal  with  them  under  the  following  headings : 

a.  The  Silk  Industry. 

b.  The  Linen  Industry. 

c.  The  Cotton  Industry. 

d.  The  Woolen  Industry. 

e.  The  Leather  Industry. 

f.  The  Manufacturing  of  Clothing  Machinery. 

a.    The  Silk  Industry 

Silk  is  a  Chinese  discovery  and  was  used  as  a  mate- 
rial for  clothes  for  many  thousands  of  years  before  the 
Christian  Era.  It  is  one  of  the  important  national 
industries  of  China.  Up  to  recent  times,  China  was 
the  only  country  that  supplied  silk  to  the  world.  But 
now  this  dominant  trade  has  been  taken  away  from 
China  by  Japan,  Italy  and  France,  because  those 
countries  have  adopted  scientific  methods  for  silk 
culture  and  manufacture,  while  China  still  uses  the 
same  old  methods  of  many  thousand  years  ago.  As 
the  world's  demand  for  silk  is  increasing  daily,  the 


2o8  THE  INTERNATIONAL 

improvement  of  the  culture  and  manufacture  of  silk 
will  be  a  very  profitable  undertaking.  In  this  Interna- 
tional Development  Scheme,  I  suggest  first  that  scien- 
tific bureaus  be  established  in  every  silk  district  to 
give  directions  to  the  farmers  and  to  provide  healthy 
silk-worm  eggs.  These  bureaus  should  be  under 
central  control.  At  the  same  time,  they  will  act  as 
collecting  stations  for  cocoons  so  as  to  secure  a  fair 
price  for  the  farmers.  Secondly,  silk  filiatures  with 
up-to-date  machinery  should  be  established  in  suitable 
districts  to  reel  the  silk  for  home  as  well  as  for  foreign 
'consumption.  And  lastly,  modern  factories  should  be 
put  up  for  manufacturing  silk  for  both  home  and 
foreign  markets.  All  silk  filiatures  and  factories 
should  be  under  a  single  national  control  and  will  be 
financed  with  foreign  capital  and  supervised  by  experts 
to  secure  the  best  economic  results  and  to  produce 
better  and  cheaper  commodities. 

b.    The  Linen  Industry 

This  is  an  old  Chinese  industry.  In  southern  China 
there  is  produced  a  kind  of  very  fine  linen  in  the  form 
of  ramie,  known  as  China-grass.  This  fiber  if  treated 
by  modern  methods  and  machinery  becomes  almost  as 
fine  and  glossy  as  silk.  But  in  China,  so  far  as  I  know, 
there  is  not  yet  such  new  method  and  machinery  for 
the  manufacturing  of  this  linen.  The  famous  Chinese 
grass-cloth  is  manufactured  by  the  old  method  of  hand- 
looms.  I  propose  that  new  methods  and  machinery 
be  introduced  into  China  by  this  International  Develop- 


DEVELOPMENT  OF  CHINA  209 

ment  Organization  to  manufacture  this  linen.  A 
system  of  modern  factories  should  be  established  all 
over  the  ramie-producing  districts  in  South  China 
where  raw  materials  and  labor  are  obtainable. 

c.  The  Cotton  Industry- 
Cotton  is  a  foreign  product  which  was  introduced 
into  China  centuries  ago.  It  became  a  very  important 
Chinese  industry  during  the  hand-loom  age.  But  after 
the  import  of  foreign  cotton  goods  into  China,  this 
native  handicraft  industry  was  gradually  killed  by  the 
foreign  trade.  So,  great  quantities  of  raw  cotton  are 
exported  and  finished  cotton  goods  are  imported  in 
large  quantities  into  China.  What  an  anomaly  when 
we  consider  the  enormous,  cheap  labor  in  China. 
However  a  few  cotton  mills  have  been  started  recently 
in  treaty  ports  which  have  made  enormous  profits.  It 
is  reported  that  during  the  last  two  or  three  years  most 
of  the  Shanghai  cotton  mills  declared  a  dividend  of 
100  per  cent  and  some  even  200  per  cent !  The  demand 
for  cotton  goods  in  China  is  very  great  but  the  supply 
falls  short.  It  is  necessary  to  put  up  more  mills  in 
China  for  cotton  manufacturing.  Therefore,  I  suggest 
in  this  International  Development  Scheme  to  put  up 
a  system  of  large  cotton  mills  all  over  the  cotton-pro- 
ducing districts  under  one  central  national  control. 
Thus  the  best  economic  results  will  be  obtained  and 
cotton  goods  can  be  supplied  to  the  people  at  a  lower 
cost. 


210  THE  INTERNATIONAL 

d.    The  Woolen  Industry 

Although  the  whole  of  Northwestern  China — about 
two-thirds  of  the  entire  country  is  a  pastural  land  yet 
the  woolen  industry  has  never  been  developed.  Every 
year,  plenty  of  raw  materials  are  exported  from  China 
on  the  one  hand  and  plenty  of  finished  woolen  goods 
imported  on  the  other.  Judging  by  the  import  and 
export  of  the  woolen  trade  the  development  of  woolen 
industry  in  China  will  surely  be  a  profitable  business. 
I  suggest  that  scientific  methods  be  applied  to  the  rais- 
ing of  sheep  and  to  the  treatment  of  wool  so  as  to 
improve  the  quality  and  increase  the  quantity.  Modern 
factories  should  be  established  all  over  northwestern 
China  for  manufacturing  all  kinds  of  finished  woolen 
goods.  Here  we  have  the  raw  materials,  cheap  labor 
and  unlimited  market.  What  we  want  for  the  develop- 
ment of  this  industry  is  foreign  capital  and  experts. 
This  will  be  one  of  the  most  remunerative  projects  in 
our  International  Development  Scheme,  for  the  in- 
dustry will  be  a  new  one  and  there  will  be  no  private 
competitors  on  the  field. 

e.    The  Leather  Industry 

This  will  also  be  a  new  industry  in  China,  despite 
the  fact  that  there  are  a  few  tanneries  in  the  treaty 
ports.  The  export  of  hides  from  and  the  import  of 
leather  goods  into  China  are  increasing  every  year.  So, 
to  establish  a  system  of  tanneries  and  factories  for 
leather  goods  and  foot-gear  will  be  a  lucrative  under- 
taking. 


DEVELOPMENT  OF  CHINA  211 

f.    The  Manufacturing  of  Clothing  Machinery 

The  machinery  for  the  manufacturing  of  various 
kinds  of  clothing  materials  is  in  great  demand  in  China. 
It  is  reported  that  the  orders  for  cotton  mill  machinery 
have  been  filled  up  for  the  next  three  years  from  manu- 
facturers in  Europe  and  America.  If  China  is  devel- 
oped according  to  my  programs,  the  demand  for  ma- 
chinery will  be  many  times  greater  than  at  present  and 
the  supply  in  Europe  and  America  will  be  too  short 
to  meet  it.  Therefore  to  establish  factories  for  the 
manufacturing  of  clothing  machinery  is  a  necessary  as 
well  as  a  profitable  undertaking.  Such  factories  should 
be  established  in  the  neighborhood  of  iron  and  steel 
factories,  so  as  to  save  expenses  for  transportation  of 
heavy  materials.  What  will  be  the  capital  for  this 
undertaking  should  be  decided  by  experts. 


PART     III 
The  Housing  Industry 

Among  the  four  hundred  millions  in  China  the  poor 
still  live  in  huts  and  hovels,  and  in  caves  in  the  loess 
region  of  north  China  while  the  middle  and  the  rich 
classes  live  in  temples.  All  the  so-called  houses  in 
China,  excepting  a  few  after  western  style  and  those 
in  treaty  ports  are  built  after  the  model  of  a  temple. 
When  a  Chinese  builds  a  house  he  has  more  regard  for 


212  THE  INTERNATIONAL 

the  dead  than  for  the  Hving.  The  first  consideration  of 
the  owner  is  his  ancestral  shrine.  This  must  be  placed 
at  the  center  of  the  house,  and  all  the  other  parts  must 
be  complement  and  secondary  to  it.  The  house  is 
planned  not  for  comfort  but  for  ceremonies,  that  is, 
for  *'the  red  and  white  affairs,"  as  they  are  called  in 
China.  The  *Ved  affair"  is  the  marriage  or  other 
felicitous  celebrations  of  any  member  of  the  family, 
and  the  ''white  affair"  is  the  funeral  ceremonies. 
Besides  the  ancestral  shrine  there  are  the  shrines  of  the 
various  household  gods.  All  these  are  of  more  import- 
ance than  man  and  must  be  considered  before  him. 
There  is  not  a  home  in  old  China  that  is  planned  for 
the  comfort  and  convenience  of  man  alone.  So  now 
when  w^e  plan  the  housing  industry  in  China  in  our 
International  Development  Scheme,  we  must  take  the 
houses  of  the  entire  population  of  China  into  considera- 
tion. 'To  build  houses  for  four  hundred  millions,  it 
is  impossible !"  some  may  exclaim.  This  is  the  largest 
job  ever  conceived  by  man.  But  if  China  is  going  to 
give  up  her  foolish  traditions  and  useless  habits  and 
customs  of  the  last  three  thousand  years  and  begin  to 
adopt  modern  civilization,  as  our  industrial  develop- 
ment scheme  is  going  to  introduce,  the  remodelling  of 
all  the  houses  according  to  modern  comforts  and  con- 
veniences is  bound  to  come,  either  unconsciously  by 
social  evolution  or  consciously  by  artificial  construc- 
tion. The  modern  civilization  so  far  attained  by 
western  nations  is  entirely  an  unconscious  progress,  for 
social  and  economic  sciences  are  but  recent  discoveries. 


DEVELOPMENT  OF  CHINA  213 

But  henceforth  all  human  progress  will  be  more  or 
less  based  upon  knowledge,  that  is  upon  scientific  plan- 
ning. As  we  can  foresee  now,  within  half  a  century 
under  our  industrial  development,  the  houses  of  all 
China  will  be  renewed  according  to  modern  comfort 
and  convenience.  Is  it  not  far  better  and  cheaper  to 
rebuild  the  houses  of  all  China  by  a  preconceived 
scientific  plan  than  by  none?  I  have  no  doubt  that  if 
w^e  plan  to  build  a  thousand  houses  at  one  time  it  would 
be  ten  times  cheaper  than  to  plan  and  build  one  at  a 
time,  and  the  more  we  build  the  cheaper  terms  we 
would  get.  This  is  a  positive  economic  law.  The  only 
danger  in  this  is  over-production.  That  is  the  only 
obstacle  for  all  production  on  a  large  scale.  Since  the 
industrial  revolution  in  Europe  and  America,  every 
financial  panic  before  the  world  war  was  caused  by 
over-production.  In  the  case  of  our  housing  industry 
in  China,  there  are  four  hundred  million  customers. 
At  least  fifty  million  houses  will  be  needed  in  the  com- 
ing fifty  years.  Thus  a  million  houses  a  year  will  be 
the  normal  demand  of  the  country. 

Houses  are  a  great  factor  in  civilization.  They  give 
men  more  enjoyment  and  happiness  than  food  and 
clothes.  More  than  half  of  the  human  industries  are 
contributing  to  household  needs.  The  housing  in- 
dustry will  be  the  greatest  undertaking  of  our  Interna- 
tional Development  Scheme,  and  also  will  be  the  most 
profitable  part  of  it.  My  object  of  the  development  of 
the  housing  industry  is  to  provide  cheap  houses  to  the 
masses.    A  ten  thousand  dollar  house  now  built  in  the 


214  THE  INTERNATIONAL 

treaty  port  can  be  produced  for  less  than  a  thousand 
dollars  and  yet  a  high  margin  of  profit  can  be  made. 
In  order  to  accomplish  this  we  have  to  produce  trans- 
port, and  distribute  the  materials  for  construction. 
After  the  house  is  finished,  all  household  equipment 
must  be  furnished.  Both  of  these  will  be  comprised  in 
the  housing  industry  which  I  shall  formulate  as 
follows : 

a.  The  Production  and  Transportation  of  Build- 

ing Materials. 

b.  The  Construction  of   Houses. 

c.  The  Manufacturing  of  Furniture. 

d.  The  Supply  of  Household  Utilities. 

a.   The  Production  and  Transportation  of  Building 
Materials 

The  building  materials  are  bricks,  tiles,  timber,  skele- 
ton iron,  stone,  cement  and  mortar.  Each  of  these 
materials  must  be  manufactured  or  cut  out  from  raw 
materials.  So  kilns  for  the  manufacture  of  tiles  and 
bricks  must  be  put  up.  Mills  for  timbers  must  be 
established,  also  factories  for  skeleton  irons.  Quarries 
must  be  opened  and  factories  for  cement  and  mortar 
must  be  started.  All  these  establishments  must  be  put 
up  at  suitable  districts  where  materials  and  markets  are 
near  one  another.  All  should  be  under  one  central 
control  so  as  to  regulate  the  output  of  each  of  these 
materials  in  proportion  to  the  demand.  After  the 
materials  are  ready  they  must  be  transported  to  the 


DEVELOPMENT  OF  CHINA  215 

places  where  they  are  wanted  by  special  bottoms  on 
waterways,  and  by  special  cars  on  railways  so  as  to 
reduce  the  cost  as  low  as  possible.  For  this  purpose 
special  boats  and  cars  must  be  built  by  the  shipbuilding 
department  and  the  car  factory. 

b.    The  Construction  of  Houses 

The  houses  to  be  built  in  China  will  comprise  public 
buildings  and  private  residences.  As  the  public  build- 
ings are  to  be  built  with  public  funds  for  public  uses 
which  will  not  be  a  profitable  undertaking,  a  special 
Government  Department  should  therefore  be  created 
to  take  charge.  The  houses  that  are  to  be  built  under 
this  International  Development  Scheme  will  be  private 
residences  only  with  the  object  to  provide  cheap  houses 
for  the  people,  as  well  as  to  make  profit  for  this  Inter- 
national concern.  The  houses  will  be  built  on  standard- 
ized types.  In  cities  and  towns  the  houses  should  be 
constructed  on  two  lines :  the  single  family  and  the 
group  family  houses.  The  former  should  again  be 
sub-divided  into  eight-roomed,  ten-roomed  and  twelve- 
roomed  houses,  and  the  latter  into  ten-family,  hundred- 
family  and  thousand-family  houses,  with  four  or  six 
rooms  for  each  family.  In  the  country  districts  the 
houses  should  be  classified  according  to  the  occupation 
of  the  people,  and  special  annexes  such  as  barns  and 
dairies  should  be  provided  for  the  farmers.  All  houses 
should  be  designed  and  built  according  to  the  needs 
and  comfort  of  man;  so  a  special  architectural  depart- 
ment   should    be    established    to    study    the    habits, 


2i6  THE  INTERNATIONAL 

occupations  and  needs  of  different  people  and  make 
improvements  from  time  to  time.  The  construction 
should  be  performed  as  much  as  possible  by  labor- 
saving  machinery  so  as  to  accelerate  work  and  save 
expenses. 

c.  The  Manufacturing  of  Furniture 

As  all  houses  in  China  should  be  remodelled  all 
furniture  should  be  replaced  by  up-to-date  ones,  which 
are  made  for  the  comforts  and  needs  of  man.  Furni- 
ture of  the  following  kinds  should  be  manufactured : 
the  library,  the  parlor,  the  bedroom,  the  kitchen,  the 
bathroom  and  the  toilet.  Each  kind  should  be  manu- 
factured in  a  special  factory  under  the  management  of 
the  International  Development  Organization. 

d.  The  Supply  of  Household  Utilities 

The  household  utilities  are  water,  light,  heat,  fuel  and 
telephones.  Except  in  treaty  ports,  there  is  no  water- 
supply  system  in  any  of  the  cities  and  towns  of  China. 
Even  many  treaty  ports  possess  none  as  yet.  In  all  the 
large  cities,  the  people  obtain  their  water  from  rivers 
which  at  the  same  time  act  as  sewage.  The  water 
supply  of  the  large  cities  and  towns  in  China  is  most 
unsanitary,  (i)  It  is  an  urgent  necessity  that  water 
supply  systems  should  be  installed  in  all  cities  and  towns 
in  China  without  delay.  Therefore  special  factories 
for  equipping  the  water  system  should  be  established 
in  order  to  meet  the  needs.  (2)  Lighting  plants  should 
be  installed  in  all  the  cities  and  towns  in  China.     So 


DEVELOPMENT  OF  CHINA  217 

factories  for  the  manufacture  of  the  machinery  Hght- 
ing  plants  should  be  established.  (3)  Modern  heating 
plants  should  be  installed  in  every  household,  using 
either  electricity,  gas,  or  steam.  So  the  manufacturing 
of  heating  equipment  is  a  necessity.  Factories  should 
be  established  for  this  purpose.  (4)  Cooking  fuel  is 
one  of  the  most  costly  items  in  the  daily  needs  of  the 
Chinese  people.  In  the  country  the  people  generally 
devote  ten  per  cent  of  their  working  time  to  gathering 
firewoods.  In  town  the  people  spend  about  twenty  per 
cent  of  their  living  expenses  for  firewood  alone.  Thus 
this  firewood  question  accumulates  into  a  great  national 
waste.  The  firewood  and  grass  as  a  cooking  fuel 
must  be  substituted  by  coal  in  the  country  districts,  and 
by  gas  or  electricity  in  towns  and  cities.  In  order  to 
use  coal  gas  and  electricity,  proper  equipment  must 
be  provided.  So  factories  for  the  manufacturing  of 
coal  gas,  and  electricity,  stoves  for  every  family  must 
be  established  by  this  International  Development  Or- 
ganization. (5)  Telephones  must  also  be  supplied  to 
every  family  in  the  cities  as  well  as  in  the  country.  So 
factories  for  manufacturing  the  equipment  must  be 
put  up  in  China,  in  order  to  render  them  as  cheap  as 
possible. 

PART  IV 

The  Motoring  Industry 

The  Chinese  are  a  stagnant  race.     From  time  im- 
memorial a  man  is  praised  for  staying  at  home  and 


2i8  THE  INTERNATIONAL 

caring  for  his  immediate  surroundings  only.  Laotse 
— a  contemporary  of  Confucius — says :  "The  good 
people  are  those  who  Hve  in  countries  so  near  to  each 
other  that  they  can  hear  each  other's  cock  crow  and 
dog  bark  and  yet  they  never  have  had  intercourse  with 
each  other  during  their  Hfetime."  This  is  often  quoted 
as  the  Golden  Age  of  the  Chinese  people.  But  in  mod- 
ern civilization  the  condition  is  entirely  changed. 
Moving  about  occupies  a  great  part  of  a  man's  life 
time.  It  is  the  movement  of  man  that  makes  civiliza- 
tion progress.  China,  in  order  to  catch  up  with  modern 
civilization,  must  move.  And  the  movement  of  the 
individual  forms  an  important  part  of  the  national 
activity.  A  man  must  move  whenever  and  wherever 
he  pleases  with  ease  and  rapidity.  However,  China, 
at  present,  lacks  the  means  of  facility  for  individual 
movement,  for  all  the  old  great  highways  were  ruined 
and  have  disappeared,  and  the  automobile  has  not  yet 
been  introduced  into  the  interior  of  the  country.  The 
motor  car,  a  recent  invention,  is  a  necessity  for  rapid 
movement.  If  we  wish  to  move  quickly  and  do  more 
work,  we  must  adopt  the  motor  car  as  a  vehicle.  But 
before  we  can  use  the  motor  car,  we  have  to  build  our 
roads.  In  the  preliminary  part  of  this  International 
Development  Scheme,  I  proposed  to  construct  one  mil- 
lion miles  of  roads.  These  should  be  apportioned 
according  to  the  ratio  of  population  in  each  district  for 
construction.  In  the  eighteen  provinces  of  China 
Proper,  there  are  nearly  2,000  hsiens.  H  all  parts  of 
China  are  to  adopt  the  hsien  administration,  there  will 


DEVELOPMENT  OF  CHINA  219 

be  nearly  4,000  hsiens  in  all.  Thus  the  construction 
of  roads  for  each  hsien  will  be  on  an  average  of  250 
miles.  But  some  of  the  hsiens  have  more  people  and 
some  have  less.  If  we  divide  the  million  miles  of 
roads  by  the  four  hundred  million  people,  we  shall  have 
one  mile  to  every  four  hundred.  For  four  hundred 
people  to  build  one  mile  of  road  is  not  a  very  difficult 
task  to  accomplish.  If  my  scheme  of  making  road- 
building  as  a  condition  for  granting  local  autonomy  is 
adopted  by  the  nation,  we  shall  see  one  million  miles  of 
road  built  in  a  very  short  time  as  if  by  a  magic 
wand. 

As  soon  as  the  people  of  China  decide  to  build  roads, 
this  International  Development  Organization  can  begin 
to  put  up  factories  for  manufacturing  motor  cars. 
First  start  on  a  small  scale  and  gradually  expand  the 
plants  to  build  more  and  more  until  they  are  sufficient 
to  supply  the  needs  of  the  four  hundred  million  people. 
The  cars  should  be  manufactured  to  suit  different  pur- 
poses, such  as  the  farmer's  car,  the  artisan's  car,  the 
business  man's  car,  the  tourist's  car,  the  truck  car,  etc. 
All  these  cars,  if  turned  out  on  a  large  scale,  can  be 
made  much  cheaper  than  at  present,  so  that  everybody 
who  wishes  it,  may  have  one. 

Besides  supplying  cheap  cars,  we  must  also  supply 
cheap  fuel,  otherwise  the  people  will  still  be  unable  to 
use  them.  So  the  development  of  the  oil  fields  in 
China  should  follow  the  motor  car  industry.  This 
will  be  dealt  with  in  more  detail  under  the  mining 
industry. 


220  THE  INTERNATIONAL 

PART  V 
The  Printing  Industry 

This  industry  provides  man  with  intellectual  food. 
It  is  a  necessity  of  modern  society,  without  which  man- 
kind cannot  progress.  All  human  activities  are 
recorded,  and  all  human  knowledge  is  stored  in  print- 
ing. It  is  a  great  factor  of  civilization.  The  progress 
and  civilization  of  different  nations  of  the  world  are 
measured  largely  by  the  quantity  of  printed  matter 
they  turned  out  annually.  China,  though  the  nation 
that  invented  printing,  is  very  backward  in  the  develop- 
ment of  its  printing  industry.  In  our  International 
Development  Scheme,  the  printing  industry  must  also 
be  given  a  place.  If  China  is  developed  industrially 
according  to  the  lines  which  I  suggested,  the  demand 
for  printed  matter  by  the  four  hundred  millions  will 
be  exceedingly  great.  In  order  to  meet  this  demand 
efficiently,  a  system  of  large  printing  houses  must  be 
established  in  all  large  cities  in  the  country,  to  undertake 
printing  of  all  kinds  from  newspapers  to  encyclopaedia. 
The  best  modern  books  on  various  subjects  in  different 
countries  should  be  translated  into  Chinese  and  pub- 
lished in  cheap  edition  form  for  the  general  public  in 
China.  All  the  publishing  houses  should  be  organized 
under  one  common  management,  so  as  to  secure  the 
best  economic  results. 

In  order  to  make  printed  matter  cheap,  other  sub- 
sidiary industries  must  be  developed  at  the  same  time. 


DEVELOPMENT  OF  CHINA  221 

The  most  important  of  these  is  the  paper  industry.  At 
present  all  the  paper  used  by  newspapers  in  China  is 
imported.  And  the  demand  for  paper  is  increasing 
every  day.  China  has  plenty  of  raw  materials  for  mak- 
ing paper,  such  as  the  vast  virgin  forests  of  the  north- 
western part  of  the  country,  and  the  wild  reeds  of  the 
Yangtze  and  its  neighboring  swamps  which  would  fur- 
nish the  best  pulps.  So,  large  plants  for  manufacturing 
papers  should  be  put  up  in  suitable  locations.  Besides 
the  paper  factories,  ink  factories,  type  foundries,  print- 
ing machine  factories,  etc.,  should  be  established  under 
a  central  management  to  produce  everything  that  is 
needed  in  the  printing  industry. 


PROGRAM  VI 

The  Mining  Industry 

Mining  and  farming  are  the  two  most  important 
means  of  producing  raw  materials  for  industries.  As 
farming  is  to  produce  food  for  man,  so  mining  is  to 
produce  food  for  machinery.  Machinery  is  the  tree 
of  modern  industries,  and  the  mining  industry  is  the 
root  of  machinery.  Thus,  without  the  mining  industry 
there  would  be  no  machinery,  and  without  machinery 
there  would  be  no  modern  industries  which  have  revo- 
lutionized the  economic  conditions  of  mankind.  The 
mining  industry,  after  all,  is  the  greatest  factor  of 
material  civilization  and  economic  progress.  Although 
in  the  fifth  part  of  the  first  program  I  suggested  the 
development  of  the  iron  and  coal  fields  in  Chili  and 
Shansi  as  an  auxiliary  project  for  the  development  of 
the  Great  Northern  Port,  still,  a  special  program  should 
be  devoted  to  mining  in  general.  The  mineral  lands 
of  China  belong  to  the  state,  and  mining  in  China  is 
still  in  its  infancy.  So  to  develop  the  mining  industry 
from  the  outset  as  a  state  enterprise  would  be  a  sound 
economic  measure.  But  mining  in  general  is  very  risky 
and  to  enlist  foreign  capital  in  its  development  in  a 
wholesale  manner  is  unadvisable.  Therefore,  only  such 
mining  projects  which  are  sure  to  be  profitable  will  be 

222 


DEVELOPMENT  OF  CHINA  223 

brought  under  the  International  Development  Scheme. 
I  shall  formulate  this  mining  program  as  follows : 

I.  The  Mining  of  Iron. 

11.  The  Mining  of  Coal. 

III.  The  Mining  of  Oil. 

IV.  The  Mining  of  Copper. 

V.    The  Working  of  Some  Particular  Mines. 
VI.    The  Manufacture  of  Mining  Machinery. 
VII.    The  Establishment  of  Smelting  Plants. 

PART  I 
The  Mining  of  Iron 

Iron  is  the  most  important  element  in  modern  in- 
dustries. Its  deposits  are  found  in  great  quantities 
in  certain  areas  and  can  be  easily  mined.  The  iron 
mines  should  be  worked  absolutely  as  a  state  property. 
Besides  the  Chili  and  Shansi  iron  mines,  the  other 
iron  fields  must  also  be  developed.  There  are  very  rich 
deposits  in  the  southwestern  provinces,  the  Yangtze 
Valley  and  the  northwestern  provinces  in  China  Proper. 
Sinkiang,  Mongolia,  Manchuria,  Kokonor,  and  Tibet 
also  possess  large  deposits  of  iron.  We  have  the  Han 
Yeh  Ping  Iron  and  Steel  Works  in  the  Yangtze  Valley 
and  the  Pen  Chi  Hu  Iron  and  Steel  Works  in  South 
Manchuria,  both  of  which  are  largely  capitalized  by 
Japan  and  are  working  very  profitably  lately.  There 
should  be  similar  works  in  the  vicinity  of  Canton,  the 
Great  Southern  Port,  and  also  in  Szechuen,  and  Yun- 


224  THE  INTERNATIONAL 

nan,  where  iron  and  coal  are  found  side  by  side.  The 
iron  deposits  in  Sinkiang,  Kansu,  MongoHa,  etc.,  must 
also  be  developed  one  after  the  other,  according  to  the 
needs  of  the  locality.  Iron  and  Steel  Works  must  be 
put  up  in  each  of  these  regions  to  supply  the  local  de- 
mand for  manufactured  iron.  What  amount  of  capital 
should  be  invested  in  these  additional  iron  and  steel 
works  must  be  thoroughly  investigated  by  experts.  But 
I  should  say  that  a  sum  equal  to  or  double  the  amount 
to  be  invested  in  the  Chili  and  Shansi  iron  and  steel 
works  will  not  be  too  much,  because  of  the  great  de- 
mand which  will  result  in  the  development  of  China. 

PART  II 
The  Mining  of  Coal 

China  is  known  to  be  the  country  most  rich  in  coal 
deposits,  yet  her  coal  fields  are  scarcely  scratched.  The 
output  of  coal  in  the  United  States  is  about  six  hundred 
million  tons  a  year.  If  China  is  equally  developed  she 
should,  according  to  the  proportion  of  her  population, 
have  an  output  of  four  times  as  much  coal  as  the 
United  States.  This  will  be  the  possibility  of  coal  min- 
ing in  China  which  the  International  Development 
Organization  is  to  undertake.  As  coal  deposits  are 
found  in  great  quantities  in  certain  areas  so  its  output 
can  be  estimated  quite  accurately  beforehand.  Thus, 
the  risk  is  of  no  consideration  and  the  profit  is  sure. 
But  as  coal  is  a  necessity  of  civilized  community  and 
the   sinews   of   modern   industries,   the   principal   ob- 


DEVELOPMENT  OF  CHINA  225 

ject  for  mining  should  not  be  for  profit  alone,  but  for 
supplying  the  needs  of  mankind.  After  the  payment 
of  interest  and  capital  of  the  foreign  loans  for  its 
development,  and  the  securing  of  high  wages  for  the 
miners,  the  price  of  coal  should  be  reduced  as  low  as 
possible  so  as  to  meet  the  demands  of  the  public  as  well 
as  to  give  impetus  to  the  development  of  various  indus- 
tries. I  suggest  that  besides  the  mining  of  coal  for 
the  iron  and  steel  works,  a  plan  for  producing  two 
hundred  million  tons  of  coal  a  year  for  other  uses 
should  be  formed  at  the  start.  Mines  should  be 
opened  along  the  seaboard  and  navigable  rivers. 
As  Europe  is  now  seeking  coal  from  China  this 
amount  will  not  be  over-production  from  the  begin- 
ning. A  few  years  later  when  the  industries  of  China 
will  be  more  developed  more  coal  will  be  needed. 
How  much  capital  will  be  required  and  what  mines  are 
to  be  worked,  have  to  be  submitted  to  scientific  investi- 
gation under  expert  direction. 

Besides  coal  mining,  the  coal  products  industry 
must  be  developed  under  the  same  management.  This 
is  a  new  industry  without  any  competition  and  has  an 
unlimited  market  in  China.  Great  profits  will  be 
assured  on  the  capital  invested. 

PART  HI 
The  Mining  of  Oil 

It  is  well-known  that  the  richest  company  in  the 
world  is  the  Standard  Oil  Company  of  New  York,  and 


226  THE  INTERNATIONAL 

that  the  richest  man  in  the  world  is  Rockefeller,  or- 
ganizer of  this  company.  This  proves  that  oil  mining" 
is  a  most  profitable  business.  China  is  known  to  be  a 
very  rich  oil-bearing  country.  Oil  springs  are  found 
in  the  provinces  of  Szechuen,  Kansu,  Sinkiang,  and 
Shensi.  How  vast  is  the  underground  reservoir  of  oil 
in  China  is  not  yet  known.  But  the  already  known 
oil  springs  have  never  been  worked  and  made  use  of, 
while  the  import  of  kerosene,  gasoline,  and  crude  oil 
from  abroad  is  increasing  every  year.  When  China 
is  developed  as  a  motoring  countr>%  the  use  of  gasoline 
will  be  increased  a  thousand- fold,  then  the  supply  from 
the  foreign  fields  will  not  be  able  to  meet  the  demands, 
as  shortage  of  oil  is  already  feh  in  Europe  and 
America.  The  mining  of  oil  in  China  will  soon  be- 
come a  necessity.  This  enterprise  should  be  taken  up 
by  the  International  Development  Organization  for 
the  state.  Production  on  a  large  scale  should  be  started 
at  once.  Pipe  line  systems  should  be  installed  between 
oil  districts  and  populous  and  industrial  centers  in 
the  interior  and  also  river  and  sea  ports.  What  amount 
of  capital  should  be  invested  in  the  project  will  have 
to  be  investigated  by  experts. 

PART  IV 
The  Mining  of  Copper 

The  copper  deposits,  like  iron  ores,  are  found  in 
great  quantities  in  different  places.  So  the  quantity 
of  ores  in  each  mine  can  be  accurately  estimated  before 


DEVELOPMENT  OF  CHINA  227 

it  is  opened  and  its  working  generally  runs  no  risk. 
Thus,  the  mining  of  copper  should  be  taken  up  as  a 
government  enterprise,  as  was  always  the  case  in  China, 
and  financed  and  worked  by  the  International  Develop- 
ment Organization.  The  richest  copper  deposits  in 
China  are  found  along  the  border  of  Szechuen  and 
Yunnan  on  the  Yangtze  River.  The  government  cop- 
per mine  in  Chaotung,  in  the  northeastern  corner  of 
Yunnan,  has  been  working  for  many  centuries.  Cash, 
the  standard  currency  of  China,  was  made  mostly  of 
the  copper  from  Yunnan  province.  The  currency  still 
absorbs  an  enormous  quantity  of  copper.  Owing  to  the 
difficulty  of  transporting  the  Yunnan  copper,  most  of 
the  metal  for  currency  is  being  imported  from  foreign 
countries.  Besides  currency,  copper  is  very  commonly 
used  for  many  other  purposes  and  when  the  industries 
in  China  are  developed  the  demand  will  increase  a 
hundred  times.  So  the  demand  for  this  metal  will  be 
very  great  in  the  market  of  China  alone.  I  suggest  that 
production  on  a  large  scale  should  be  adopted  and 
modern  plants  should  be  installed  in  copper  mines. 
How  much  capital  to  be  invested  in  this  enterprise 
should  be  decided  by  experts  after  careful  investigation. 

PARTY 
The  Working  of  Some  Particular  Mines 

In  regard  to  the  mining  of  various  kinds  of  metal, 
some  particular  mines  should  be  taken  up  by  the  In- 
ternational   Development    Organization.      There    are 


228  THE  INTERNATIONAL 

many  famous  mines  in  China  which  have  been  worked 
for  many  centuries  by  hand,  such  as  the  Kochui  tin 
mine  in  Yunnan,  the  Moho  gold  mine  in  Heilungkiang, 
and  the  Khotan  jade  mine  in  Sinkiang.  All  these  mines 
are  known  to  have  very  rich  deposits, — the  deeper  the 
richer.  Hitherto  only  the  surface  parts  of  those  mines 
have  been  worked  and  the  larger  deposits  are  still  un- 
touched, owing  to  the  lack  of  means  of  getting  rid  of 
the  water.  Some  of  the  mines  are  still  in  the  hands 
of  the  Government,  while  others  have  been  given  up  to 
private  concerns.  If  modern  machinery  is  adopted  the 
mines  should  revert  to  the  Government  so  as  to  secure 
economy  in  working.  Many  discarded  mines  of  this 
kind  should  be  thoroughly  investigated,  and  if  found 
profitable,  work  should  be  resumed  under  the  Interna- 
tional Development  Scheme.  All  future  mining,  other 
than  government  enterprise,  should  be  leased  to  private 
concerns  on  contract,  and  when  the  term  is  up,  the 
government  has  the  option  to  take  them  over,  if  found 
profitable  as  a  state  property.  Thus  all  profitable 
mines  will  be  socialized  in  time  and  the  profit  will  be 
equally  shared  by  all  the  people  in  the  country. 

PART  VI 
The  Manufacture  of  Mining  Machinery 
Most  of  the  metal  deposits  of  the  earth  are  in  small 
quantities  and  scattered  far  and  wide  in  various  places. 
Most  of  the  mining  enterprises  resemble  farming  in  that 
it  is  more  profitable  to  work  by  individuals  and  small 
parties.    As  such  is  the  case,  most  of  the  mining  enter- 


DEVELOPMENT  OF  CHINA  229 

prises  have  to  be  worked  out  by  private  concerns.  In 
order  to  accelerate  the  development  of  mining,  more 
liberal  laws  should  be  adopted;  education  and  informa- 
tion should  be  given  freely  by  experts  employed  by  the 
state;  and  encouragement  and  financial  assistance 
should  be  given  by  the  state  and  private  banks.  The 
part  that  the  International  Development  Organization 
should  take  in  general  mining  enterprises  is  to  manu- 
facture all  kinds  of  mining  tools  and  machinery,  and  to 
supply  them  to  the  miners  at  low  cost,  either  on  cash 
or  on  credit.  By  distributing  tools  and  machinery  to  the 
surplus  workers  in  China,  the  mining  industry  would 
be  developed  by  leaps  and  bounds.  And  the  more  the 
mining  industry  is  developed  the  more  will  be  the  de- 
mand for  tools  and  machinery.  Thus  the  profits  for 
the  manufacturing  concerns  would  be  limitless,  so  to 
speak.  Of  course,  the  factories  should  be  started  on 
a  small  scale  and  be  extended  gradually  according  to 
the  ratio  of  the  development  of  the  mining  industry. 
I  suggest  that  the  first  factory  of  this  kind  should  be 
established  at  Canton,  the  seaport  of  the  southwestern 
mining  region,  where  raw  materials  and  skilled  labor 
can  be  easily  obtained.  The  other  factories  should  be 
established  in  Hankow  and  the  Great  Northern  Port 
afterwards. 

PART  VII 
The  Establishment  of  Smelting  Plants 

Smelting  plants  for  various  kinds  of  metals  should 
be  put  up  in  all  mining  districts  to  turn  ore  into  metals. 


230  DEVELOPMENT  OF  CHINA 

These  smelting  plants  should  be  conducted  under  the 
cooperative  system.  At  first,  a  reasonable  price  should 
be  paid  to  the  miner  when  the  ore  is  collected.  After- 
wards, when  the  metal  is  sold,  either  at  home  or  in 
foreign  markets,  the  smelting  works  will  take  a  share  of 
the  profit  to  cover  the  expenses,  the  interest,  the  sinking 
fund,  etc.  The  surplus  profit  should  be  divided  among 
the  workers  according  to  their  wages,  and  among  the 
capitalists  according  to  the  proportion  of  ore  they  con- 
tribute to  the  furnace.  In  this  way  we  can  encourage 
private  mining  enterprise  which  forms  the  root  of 
other  industries.  All  smelting  works  should  be  put  up 
according  to  local  needs  and  their  scale  should  be  de- 
termined by  experts  and  managed  under  a  central 
control. 


CONCLUSION 

In  this  International  Development  Scheme,  I  venture 
to  present  a  practical  solution  for  the  three  great  world 
questions  which  are  the  International  War,  the  Com- 
mercial War  and  the  Class  War.  As  it  has  been  dis- 
covered by  post-Darwin  philosophers  that  the  primary 
force  of  human  evolution  is  cooperation  and  not 
struggle  as  that  of  the  animal  world,  so  the  fighting 
nature,  a  residue  of  the  animal  instinct  in  man,  must 
be  eliminated  from  man,  the  sooner  the  better. 

International  war  is  nothing  more  than  pure  and 
simple  organized  robbery  on  a  grand  scale,  which  all 
right-minded  people  deplore.  When  the  United  States 
of  America  turned  the  recent  European  conflict  into 
a  world  war  by  taking  part  in  it,  the  American  people 
to  a  man  determined  to  make  this  war  end  war  forever. 
And  the  hope  of  the  peace-loving  nations  in  the  world 
was  raised  so  high  that  we  Chinese  thought  that  the 
"Tatung"  or  the  Great  Harmony  Age  was  at  hand. 
But  unfortunately,  the  United  States  has  completely 
failed  in  peace,  in  spite  of  her  great  success  in  war. 
Thus,  the  world  has  been  thrown  back  to  the  pre-war 
condition  again.  The  scrambling  for  territories,  the 
struggle  for  food,  and  the  fighting  for  raw  materials 

231 


232  THE  INTERNATIONAL 

will  begin  anew.  So  instead  of  disarmament  there  is 
going  to  be  a  greater  increase  in  the  armies  and  navies 
of  the  once  allied  powers  for  the  next  war.  China,  the 
most  rich  and  populous  country  in  the  world,  will  be 
the  prize.  Some  years  ago  there  was  great  inclination 
among  the  Powers  to  divide  China  and  Imperial 
Russia  actually  took  steps  to  colonize  Manchuria.  But 
the  then  chivalrous  Japan  went  to  war  with  Russia  and 
thus  saved  China  from  partition.  Now  the  militaristic 
policy  of  Japan  is  to  swallow  China  alone.  So  long  as 
China  is  left  to  the  tender  mercy  of  the  militaristic 
powers  she  must  either  succumb  to  partition  by  several 
powers  or  be  swallowed  up  by  one  power. 

However,  the  tide  of  the  world  seems  to  be  turning. 
After  centuries  of  sound  slumber,  the  Chinese  people 
at  last  are  waking  up  and  realizing  that  we  must  get 
up  and  follow  in  the  world's  progress.  Now  we  are  at 
the  parting  of  the  ways.  Shall  we  organize  for  war  or 
shall  we  organize  for  peace?  Our  militarists  and  re- 
actionaries desire  the  former,  and  they  are  going  to 
Japanize  China,  so  that  when  the  time  comes  they  will 
start  another  Boxer  Movement  once  more  to  defy  the 
civilized  world.  But  as  the  founder  of  the  Chung 
Hwa  Min  Kuo — the  Chinese  Republic — I  desire  to  have 
China  organized  for  peace.  I,  therefore,  begin  to  uti- 
lize my  pen,  which  I  hope  will  prove  even  mightier 
than  the  sword  that  I  used  to  destroy  the  Manchu 
Dynasty,  to  write  out  these  programs  for  organizing 
China  for  peace. 

During  the  course  of  my  writing,  these  programs 


DEVELOPMENT  OF  CHINA  233 

have  been  published  in  various  magazines  and  news- 
papers time  after  time  and  are  being  spread  all  over 
China.  They  are  welcomed  everywhere  and  by  everyone 
in  the  country.  So  far  there  is  not  a  word  expressed 
in  disfavor  of  my  proposition.  The  only  anxiety  ever 
expressed  regarding  my  scheme  is  where  can  we  obtain 
such  huge  sums  of  money  to  carry  out  even  a  small  part 
of  this  comprehensive  project.  Fortunately,  however, 
soon  after  the  preliminary  part  of  my  programs  had 
been  sent  out  to  the  different  governments  and  the 
Peace  Conference,  a  new  Consortium  was  formed  in 
Paris  for  the  purpose  of  assisting  China  in  developing 
her  natural  resources.  This  was  initiated  by  the  Ameri- 
can Government.  Thus  we  need  not  fear  the  lack  of 
capital  to  start  work  in  our  industrial  development.  If 
the  Powers  are  sincere  in  their  motive  to  cooperate  for 
mutual  benefit,  then  the  military  struggle  for  material 
gain  in  China  could  eventually  be  averted.  For  by 
cooperation,  they  can  secure  more  benefits  and  advan- 
tages than  by  struggle.  The  Japanese  militarists  still 
think  that  war  is  the  most  profitable  national  pursuit, 
and  their  General  Staff  keeps  on  planning  a  war  once 
in  a  decade.  This  Japanese  illusion  was  encouraged 
and  strengthened  by  the  campaign  of  1894  against 
China,  a  cheap  and  short  one  but  rich  in  remuneration 
for  Japan ;  also  by  the  campaign  of  1904  against  Russia 
which  was  a  great  success  to  the  Japanese,  and  its 
fruit  of  victory  was  no  less  in  value ;  finally  by  the  cam- 
paign of  1914  against  Germany  which  formed  her  part 
in  the  world  war  Japan  took.    Although  Japan  took  the 


234  THE  INTERNATIONAL 

smallest  part  in  the  world  war  and  expended  the  least 
in  men  and  money,  yet  the  fruit  of  her  victory  was 
Shantung,  a  territory  as  large  as  Roumania  before  the 
war,  with  a  population  as  numerous  as  that  of  France. 
With  such  crowning  results  in  every  war  during  the  last 
thirty  years  no  wonder  the  Japanese  militarists  think 
that  the  most  profitable  business  in  this  world  is  War. 

The  effect  of  the  last  war  in  Europe  proves,  however, 
just  the  contrary.  An  aggresive  Germany  lost  entirely 
her  capital  and  interests,  plus  something  more,  while 
victorious  France  gained  practically  nothing.  Since 
China  is  awake  now,  the  next  aggression  from  Japan 
will  surely  be  met  by  a  resolute  resistance  from  the 
Chinese  people.  Even  granted  that  Japan  could  con- 
quer China,  it  would  be  an  impossibility  for  Japan  to 
govern  China  profitably  for  any  period  of  time.  The 
Japanese  financiers  possess  better  foresight  than  their 
militarists  as  was  proved  during  the  dispute  of  the 
Manchurian  and  the  Mongolian  reservations  when  the 
former  prevailed  over  the  latter  thus  causing  the  Japa- 
nese Government  to  give  up  her  monopoly  of  these 
territories  to  the  new  Consortium,  in  order  to  cooperate 
with  the  other  powers.  We,  the  Chinese  people,  who 
desire  to  organize  China  for  peace  will  welcome  heartily 
this  new  Consortium  provided  it  will  carry  out  the 
principles  which  are  outlined  in  these  programs.  Thus, 
cooperation  of  various  nations  can  be  secured  and  the 
military  struggle  for  individual  and  national  gain  will 
cease  forever. 

Commercial  war,  or  competition,  is  a  struggle  be- 


DEVELOPMENT  OF  CHINA  235 

tween  the  capitalists  themselves.  This  war  has  no 
national  distinction.  It  is  fought  just  as  furiously  and 
mercilessly  between  countries  as  well  as  within  the 
country.  The  method  of  fighting  is  to  undersell  each 
other,  in  order  to  exhaust  the  weaker  rivals  so  that  the 
victor  may  control  the  market  alone  and  dictate  terms 
to  the  consuming  public  as  long  as  possible.  The  result 
of  the  commercial  war  is  no  less  harmful  and  cruel  to 
the  vanquished  foes  than  an  armed  conflict.  This  war 
has  become  more  and  more  furious  every  day  since  the 
adoption  of  machinery  for  production.  It  was  once 
thought  by  the  economists  of  the  Adam  Smith  school 
that  competition  was  a  beneficent  factor  and  a  sound 
economic  system,  but  modern  economists  discovered 
that  it  is  a  very  wasteful  and  ruinous  system.  As  a 
matter  of  fact,  modern  economic  tendencies  work  in  a 
contrary  direction,  that  is,  towards  concentration  in- 
stead of  competition.  That  is  the  reason  why  the  trusts 
in  America  flourish  in  spite  of  the  anti-trust  law  and 
the  public  opinion  which  aim  at  suppressing  them.  For 
trusts,  by  eliminating  waste  and  cutting  down  expenses 
can  produce  much  cheaper  than  individual  producers. 
Whenever  a  trust  enters  into  a  certain  field  of  industry, 
it  always  sweeps  that  field  clean  of  rivals,  by  supplying 
cheap  articles  to  the  public.  This  would  prove  a  bless- 
ing to  the  public  but  for  the  unfortunate  fact  that  the 
trust  is  a  private  concern,  and  its  object  is  to  make  as 
much  profit  as  possible.  As  soon  as  all  rivals  are  swept 
clean  from  the  field  of  competition,  the  trust  would 
raise  the  price  of  its  articles  as  high  as  possible.    Thus 


236  THE  INTERNATIONAL 

the  public  is  oppressed  by  it.  The  trust  is  a  result  of 
economic  evolution,  therefore  it  is  out  of  human  power 
to  suppress  it.  The  proper  remedy  is  to  have  it  owned 
by  all  the  people  of  the  country.  In  my  International 
Development  Scheme,  I  intend  to  make  all  the  national 
industries  of  China  into  a  Great  Trust  owned  by  the 
Chinese  people,  and  financed  with  international  capital 
for  mutual  benefit.  Thus  once  for  all,  commercial  war 
will  be  done  away  with  in  the  largest  market  of  the 
world. 

Class  war  is  a  struggle  between  labor  and  capital. 
The  war  is  at  present  raging  at  its  full  height  in  all  the 
highly  developed  industrial  countries.  Labor  feels  sure 
of  its  final  victory  while  capitalists  are  determined  to 
resist  to  the  bitter  end.  When  will  it  end  and  what 
will  be  the  decision  no  one  dares  to  predict.  China, 
however,  owing  to  the  backwardness  of  her  industrial 
development,  which  is  a  blessing  in  disguise,  in  this  re- 
spect, has  not  yet  entered  into  the  class  war.  Our 
laboring  class,  commonly  known  as  coolies,  are  living 
from  hand  to  mouth  and  will  therefore  only  be  too  glad 
to  welcome  any  capitalist  who  would  even  put  up  a 
sweat  shop  to  exploit  them.  The  capitalist  is  a  rare 
specimen  in  China  and  is  only  beginning  to  make  his 
appearance  in  the  treaty  ports. 

However,  China  must  develop  her  industries  by  all 
means.  Shall  we  follow  the  old  path  of  western  civili- 
zation? This  old  path  resembles  the  sea  route  of 
Columbus'  first  trip  to  America.  He  set  out  from 
Europe   by    a    southwesterly    direction    through    the 


DEVELOPMENT  OF  CHINA  237 

Canary  Islands  to  San  Salvador,  in  the  Bahama  Group. 
But  nowadays  navigators  take  a  different  direction  to 
America  and  find  that  the  destination  can  be  reached 
by  a  distance  many  times  shorter.  The  path  of  western 
civilization  was  an  unknown  one  and  those  who  went 
before  groped  in  the  dark  as  Columbus  did  on  his  first 
voyage  to  America.  As  a  late  comer,  China  can  greatly 
profit  in  covering  the  space  by  following  the  direction 
already  charted  by  western  pioneers.  Thus  we  can  fore- 
see that  the  final  goal  of  the  westward-ho  in  the  Atlantic 
is  not  India  but  the  New  World.  So  is  the  case  in 
the  economic  ocean.  The  goal  of  material  civilization 
is  not  private  profit  but  public  profit.  And  the  shortest 
route  to  it  is  not  competition  but  co-operation.  In  my 
International  Development  Scheme,  I  propose  that  the 
profits  of  this  industrial  development  should  go  first 
to  pay  the  interest  and  principal  of  foreign  capital  in- 
vested in  it;  second  to  give  high  wages  to  labor;  and 
third  to  improve  or  extend  the  machinery  of  produc- 
tion. Besides  these  provisions  the  rest  of  the  profit 
should  go  to  the  public  in  the  form  of  reduced  prices 
in  all  commodities  and  public  services.  Thus,  all  will 
enjoy,  in  the  same  degree,  the  fruits  of  modern 
civilization.  This  industrial  development  scheme 
which  is  roughly  sketched  in  the  above  six  programs 
is  a  part  of  my  general  plan  for  constructing  a  New 
China.  In  a  nutshell,  it  is  my  idea  to  make  capitalism 
create  socialism  in  China  so  that  these  two  economic 
forces  of  human  evolution  will  work  side  by  side  in 
future  civilization. 


APPENDIX  I 

Preliminary  Agreement  Providing  for  the  Fi- 
nancing AND  Construction  of  the  Railway  from 
Canton  to  Chungking  with  Extension  to 
Lanchow 

This  Agreement  is  made  at  Shanghai  on  the  fourth 
day  of  the  seventh  month  of  the  second  year  of  the 
RepubHc  of  China  being  the  fourth  day  of  July,  191 3, 
and  the  contracting  parties  are :  The  Chinese  National 
Railway  Corporation  (hereinafter  termed  ''  the  Corpo- 
ration") duly  authorized  in  virtue  of  the  Presidential 
Mandate  of  the  ninth  day  of  the  ninth  month  of  the 
Republic  of  China  being  the  ninth  day  of  September, 
1912,  and  in  virtue  of  the  Charter  of  the  Corporation 
duly  promulgated  by  a  Presidential  Mandate  of  the 
thirty-first  day  of  the  third  month  of  the  second  year 
of  the  Republic  of  China  being  the  thirty-first  day  of 
March,  191 3,  on  the  one  part  and  Messrs.  Pauling 
and  Company,  Limited,  of  26  Victoria  Street,  London, 
S.  W.  (hereinafter  termed  *'the  Contractors")  on  the 
other  part. 

Now  IT  IS  Hereby  Agreed  by  and  between  the 
parties  hereto  as  follows : 

239 


240  APPENDIX  I 

ARTICLE  I 

The  Contractors,  or  their  Assigns,  agree  to  issue 
on  behalf  of  the  Government  of  the  RepubHc  of  China 
a  sterHng  Loan,  bearing  interest  at  the  rate  of  five  per 
cent  per  annum, (hereinafter  referred  to  as  ''the  Loan") 
for  such  an  amount  as  may  be  mutually  estimated  to  be 
necessary  for  the  completion  of  the  Railway  from  Can- 
ton to  Chungking. 

The  Loan  shall  be  of  the  date  on  which  the  first 
series  of  Bonds  are  issued  and  shall  be  called  'The 
Chinese  National  Railways  Government  five  per  cent 
Gold  Loan  of  191 2  for  the  Canton  Chungking  Rail- 
way." 

ARTICLE  II 

The  proceeds  of  the  Loan  are  designed  for  the  con- 
struction and  equipment  of  the  Railway  from  Canton 
to  Chungking  (hereinafter  called  "the  Railway")  and 
for  all  necessary  expenditure  appertaining  thereto  as 
may  be  arranged  in  the  Detailed  Agreement,  referred 
to  in  Article  17. 

ARTICLE  III 

The  payment  of  the  interest  and  the  redemption  of 
the  Capital  of  the  Loan  are  guaranteed  by  the  Govern- 
ment of  the  Republic  of  China  and  by  a  special  lien 
upon  the  Canton  Chungking  Railway. 

This  special  lien  constitutes  a  first  mortgage  in 
favour  of  the  Contractors,  acting  on  behalf  of  the 
Bondholders,  upon  the  Railway  itself,  as  and  when  con- 


APPENDIX  I  241 

structed,  and  on  the  revenue  of  all  descriptions  deriv- 
able therefrom,  and  upon  all  materials,  rolling  stock 
and  buildings  of  every  description  purchased  or  to  be 
purchased  for  the  Railway. 

Should  there  be  default  in  payments  on  the  dates 
fixed  of  all  or  part  of  the  half  yearly  interest  or  amor- 
tization payments,  the  Contractors  shall  have  the  right 
to  exercise  on  behalf  of  the  Bondholders  all  the  rights 
of  action  which  accrue  to  them  from  the  special  mort- 
gage. 

ARTICLE  IV 

During  the  time  of  construction  of  the  Railway  the 
interest  on  the  Bonds  and  on  any  advances  made  by  the 
Contractors  shall  be  paid  from  the  proceeds  of 
the  Loan.  The  accruing  interest  from  any  proceeds  of 
the  Loan  not  used  during  the  period  of  construction, 
and  the  earnings  derived  by  the  Corporation  from  the 
working  of  any  sections  of  the  Railway  as  they  are 
built,  are  to  be  used  to  make  up  the  amount  required  for 
the  payment  of  the  said  interest,  anr^  if  any  deficiency 
remains  it  is  to  be  met  from  the  proceeds  of  the  Loan. 

When  the  construction  of  the  Railway  is  wholly  com- 
pleted, the  interest  on  the  Bonds  is  to  be  paid  from  the 
income  or  earnings  of  the  Railway  received  by  the  Cor- 
poration, in  such  manner  and  on  such  dates  as  may  be 
provided  for  in  the  Detailed  Agreement  provided  for  in 
Article  17  of  this  Agreement. 

If,  at  any  time,  the  earnings  of  the  Railway,  together 
with  the  funds  available  from  the  proceeds  of  the  Loan, 


242  APPENDIX  I 

are  not  sufficient  to  meet  the  interest  on  the  Bonds 
and  the  repayment  of  the  capital  in  accordance  with 
the  Amortization  Schedule  to  be  attached  to  the  De- 
tailed Agreement,  the  Government  of  the  Republic  of 
China,  in  approving  of  this  Agreement,  unconditionally 
undertakes  and  promises  to  pay  the  principal  of  the 
Loan  and  the  interest  of  the  Loan  on  the  due  dates  to 
be  fixed  therefor  in  the  Detailed  Agreement  provided 
for  in  Article  17  of  this  Agreement. 

ARTICLE    V 

The  bonds  shall  be  Bonds  of  the  Government  of  the 
Republic  of  China. 

ARTICLE  VI 

The  Loan  shall  be  issued  to  the  public  in  two  or  more 
series  of  Bonds,  the  first  issue  to  be  made  to  the  amount 
of  from  one  to  two  million  pounds  sterling  as  soon  as 
possible  after  the  signature  of  the  Detailed  Agreement 
referred  to  in  Article  17  of  this  Agreement.  The  issue 
price  of  the  Bonds  shall  be  fixed  by  the  Corporation 
and  the  Contractors  sometime  before  the  issue,  taking 
the  last  price  of  similar  Bonds  as  a  basis  for  fixing  the 
market  price.  The  price  payable  to  the  Corporation 
shall  be  the  actual  rate  of  issue  to  the  public  less  a  suffi- 
cient amount  to  cover  the  cost  of  stamps  on  the  Bonds 
in  the  various  countries  of  issue,  provided  always  that 
at  least  fifty  per  cent  of  the  Bonds  shall  be  issued  in 
England,  plus  floatation  charges  of  four  per  cent  re- 
tainable by  the  Contractors  (that  is  to  say,  a  charge 


APPENDIX  I  243 

of  four  pounds  for  every  one  hundred  pound  Bond 
issued). 

After  the  Detailed  Agreement  referred  to  in  Article 
17  is  settled,  and  pending  the  issue  of  the  Loan,  the 
Contractors  shall  deposit  the  sum  of  fifty  thousand 
pounds  with  the  issuing  Bank  to  the  Canton  Chung- 
king Railway  account,  and  this  amount  can  be  drawn 
on  by  the  Corporation  for  survey  and  other  necessary 
expenses  authorized  by  the  Managing  Director  against 
certificates  signed  by  the  Chief  Accountant  and  Chief 
Engineer.  This  sum  of  fifty  thousand  pounds  shall 
bear  interest  at  the  rate  of  five  per  cent  per  annum  and 
shall  be  refunded  out  of  the  proceeds  of  the  Loan. 

ARTICLE    VII 

The  proceeds  of  the  Loan  shall  be  deposited  with  the 
issuing  Bank,  to  be  nominated  and  guaranteed  by  the 
Contractors,  to  the  credit  of  a  Canton  Chungking  Rail- 
way Account  on  such  terms  as  may  be  mutually 
arranged  in  the  Detailed  Agreement  referred  to  in 
Article  17. 

When  the  work  of  construction  is  ready  to  begin  a 
sum  equal  to  the  estimated  expenditure  in  China  for  six 
months  shall  be  transferred  to  a  Bank  in  China  to  be 
mutually  agreed  upon  and  there  placed  to  the  credit  of 
a  Canton  Chungking  Railway  Account  to  be  operated 
upon  by  the  Corporation  under  certificates  signed  by 
the  Chief  Accountant  and  the  Chief  Engineer.  This 
amount  of  estimated  expenditure  for  six  months  shall 
be  maintained  by  subsequent  monthly  transfers  so  that. 


244  APPENDIX  I 

as  far  as  possible,  there  shall  always  be  six  months 
estimated  expenditure  in  China  on  deposit  in  a  Bank  in 
China  to  be  mutually  agreed  upon. 

ARTICLE    VIII 

Immediately  after  the  signing  of  the  Detailed  Agree- 
ment, the  Corporation  will  establish  a  Head  Office  at 
Canton  for  the  Canton  Chungking  Railway.  This 
Office  will  be  under  the  direction  of  a  Chinese  Manag- 
ing Director  to  be  appointed  by  the  Corporation,  with 
whom  will  be  associated  a  British  Engineer-in-Chief 
and  a  British  Firm  of  Public  Accountants,  of  re- 
cognized standing,  whose  representative  shall  be  Chief 
Accountant  (hereinafter  called  *'the  Chief  Account- 
ant"). These  British  Employes  shall  be  nominated  by 
the  Corporation  and  the  Contractors,  jointly,  and  shall 
be  appointed  by  the  Corporation.  Their  dismissal  shall 
take  place,  only,  with  the  joint  approval  of  the  Cor- 
poration and  the  Contractors. 

It  is  understood  that  the  duties  to  be  performed  by 
these  employes  are  intended  to  promote  the  mutual 
interests  of  the  Corporation  and  the  Bondholders  re- 
spectively, and  it  is  therefore  agreed  that  all  cases  of 
difference  arising  therefrom  shall  be  referred  for 
amicable  adjustment  between  the  Corporation  and  the 
Representative  of  the  Contractors.  The  salaries  and 
other  terms  of  Agreement  of  the  Engineer-in-Chief 
and  the  Chief  Accountant  shall  be  arranged  between 
the  Corporation  and  the  Contractors;  and  the  amount 


APPENDIX  I  245 

of  their  salaries,  etc.,  shall  be  paid  out  of  the  general 
accounts  of  the  Railway. 

For  all  important  technical  appointments  for  the 
operation  of  the  Railway,  Europeans  of  experience  and 
ability  shall  be  engaged  and  wherever  competent 
Chinese  are  available,  they  shall  be  employed.  All  such 
appointments  shall  be  made,  and  their  functions 
defined,  by  the  Managing  Director  and  the  Engineer- 
in-Chief  in  consultation,  and  shall  be  submitted  for  the 
approval  of  the  Corporation;  similar  procedure  shall 
be  followed  in  the  case  of  Europeans  employed  in  the 
Chief  Accountant's  department.  In  the  event  of  the 
misconduct,  or  the  incompetency  of  these  European 
employes,  their  services  may  be  dispensed  with  by  the 
Managing  Director,  after  consultation  with  the  Engi- 
neer-in-Chief,  and  subject  to  the  sanction  of  the  Cor- 
poration. The  form  of  Agreements  made  with  these 
European  Employes  shall  conform  to  the  usual 
practice. 

The  accounts  of  the  receipts  and  the  disbursements 
of  the  Railway's  construction  and  operation,  shall  be 
in  Chinese  and  English  in  the  department  of  the  Chief 
Accountant,  whose  duty  it  shall  be  to  organize  and 
supervise  the  same,  and  to  report  thereon  for  the  in- 
formation of  the  Corporation  through  the  Managing 
Director,  and  of  the  Contractors  as  representing  the 
Bondholders.  All  receipts  and  payments  shall  be 
certified  by  the  Chief  Accountant  and  authorized  by 
the  Managing  Director. 

For  the  general  technical  staff  of  the  Railway,  after 


246  APPENDIX  I 

completion  of  construction,  the  necessary  arrangements 
shall  be  made  by  the  Managing  Director  in  consulta- 
tion with  the  Engineer-in-Chief,  and  reported  to  the 
Corporation  in  due  course. 

The  duties  of  the  Engineer-in-Chief  shall  consist  in 
the  efficient  and  economical  maintenance  of  the  Rail- 
way, and  the  general  supervision  thereof  in  consulta- 
tion with  the  Managing  Director.  The  duties  of  the 
Chief  Engineer  during  construction  shall  be  set  forth 
in  the  Detailed  Agreement,  referred  to  in  Article  17  of 
this  Agreement. 

The  Engineer-in-Chief  shall  always  give  courteous 
consideration  to  the  wishes  and  instructions  of  the 
Corporation,  whether  conveyed  directly  or  through  the 
Managing  Director,  and  shall  always  comply  therewith, 
having  at  the  same  time  due  regard  to  the  efficient 
construction  and  maintenance  of  the  Railway. 

A  school  for  the  education  of  Chinese  in  Railway 
matters  shall  be  established  by  the  Managing  Director 
subject  to  the  approval  of  the  Corporation. 

ARTICLE    IX 

The  Contractors  shall  construct  and  equip  the  Rail- 
way and  shall  receive  as  remuneration  a  sum  equal  to 
seven  per  cent  on  the  actual  cost  of  the  construction 
and  equipment  of  the  Railway.  The  term  *'Equip- 
ment"  shall  be  held  to  include  in  its  meaning  all 
requirements  necessary  for  the  operation  of  the  Rail- 
way and  shall  therefore  include  Rolling  Stock  and 
Locomotives  sufficient  for  operation. 


APPENDIX  I  247 

It  is  clearly  understood  that  the  term  "Equipment" 
does  not  include  any  purchases  made  for  the  Railway 
after  it  has  been  completely  constructed  and  equipped 
and  handed  over  ready  for  operation. 

It  is  further  clearly  understood  that  the  cost  of  land 
purchased  for  the  Railway,  the  salaries  of  the  Manag- 
ing Director,  Chief  Accountants,  Chief  Engineer,  and 
the  cost  of  their  offices  and  staff  shall  not  be  included 
in  the  meaning  of  the  terms  ''construction  and 
equipment." 

The  Contractors  shall  have  the  option  of  construct- 
ing on  the  same  terms  the  proposed  extension  of  the 
Railway  to  Lanchow  in  the  Province  of  Kansu,  or  a 
Railway  of  similar  milage  in  some  other  part  of  China 
to  be  mutually  agreed  upon,  and  this  option  shall 
be  for  seven  years  from  the  commencement  of 
construction. 

All  other  arrangements  in  connection  with  the  con- 
struction and  equipment  of  the  Railway  shall  be  settled 
in  the  Detailed  Agreement  referred  to  in  Article  17. 

ARTICLE    X 

All  land  that  may  be  required  along  the  whole  course 
of  the  Railway  within  survey  limits,  and  for  the  neces- 
sary sidings,  stations,  repairing  shops  and  car  sheds,  to 
be  provided  for  in  accordance  with  the  detailed  plans, 
shall  be  acquired  by  the  Corporation  at  the  actual  cost 
of  the  land,  and  shall  be  paid  for  out  of  the  proceeds 
of  the  Loan. 


248  APPENDIX  I 

ARTICLE     XI 

The  Contractors  shall  hand  over  to  the  Corporation 
each  section  of  the  Railway,  when  completed,  for 
operation  in  accordance  with  the  provisions  of  the 
Detailed  Agreement. 

ARTICLE    XII 

The  Contractors  shall  be  appointed  Trustees  for  the 
Bondholders  and  shall  receive  such  remuneration  as 
may  be  fixed  in  the  Detailed  Agreement. 

ARTICLE    XIII 

The  Government  of  the  Republic  of  China,  when- 
ever necessary,  will  provide  protection  for  the  Railway 
while  under  construction  or  when  in  operation,  and  all 
the  properties  of  the  Railway  as  well  as  Chinese  and 
foreigners  employed  thereon,  are  to  enjoy  protection 
from  the  local  Officials. 

The  Railway  may  maintain  a  force  of  Chinese  Police 
with  Chinese  officers,  their  wages  and  maintenance  to 
be  wholly  defrayed  as  part  of  the  cost  of  the  construc- 
tion and  maintenance  of  the  Railway.  In  the  event  of 
the  Railway  requiring  further  protection  by  the  mili- 
tary forces  of  the  Government,  the  same  shall  be  duly 
applied  for  by  the  Head  Office  and  promptly  afforded, 
it  being  understood  that  such  military  forces  shall  be 
maintained  at  the  expense  of  the  Government. 


APPENDIX  I  249 

ARTICLE    XIV 

All  materials  of  any  kind  that  are  required  for  the 
construction  and  working  of  the  Railway,  whether  im- 
ported from  abroad  or  from  the  Provinces  to  the  scene 
of  work,  shall  be  exempted  from  Likin  or  other  duties 
so  long  as  such  exemption  remains  in  force  in  respect 
of  other  Chinese  Railways.  The  Bonds  of  the  Loan, 
together  with  their  coupons  and  the  income  of  the 
Railway  shall  be  free  from  imposts  of  any  kind  by  the 
Government  of  the  Republic  of  China. 

ARTICLE    XV 

With  a  view  to  encouraging  Chinese  industries, 
Chinese  materials  are  to  be  preferred,  provided  price 
and  quality  are  suitable. 

At  equal  rates  and  qualities,  goods  of  British  manu- 
facture shall  be  given  preference  over  other  goods  of 
foreign  origin. 

ARTICLE     XVI 
The  Contractors  may,  with  the  approval  of  the  Cor- 
poration, and  subject  to  all  their  obligations,  transfer 
or  delegate  all  or  any  of  their  rights,  powers,  and  discre- 
tions, to  their  successors  or  assigns. 

ARTICLE    XVII 

As  soon  as  this  Preliminary  Agreement  is  signed  it 
shall  be  forwarded  to  the  Government  of  the  Republic 
of  China  for  approval.  When  it  has  met  with  the 
approval  of  the  Government  of  the  Republic  of  China, 


250  APPENDIX  I 

a  necessary  Detailed  Agreement  shall  be  made  embody- 
ing the  principles  of  this  Agreement  with  such  ampli- 
fications and  additions  as  may  be  mutually  agreed  upon 
between  the  parties  hereto. 

ARTICLE    XVIII 

On  its  approval  of  this  Agreement,  and  acceptance 
of  the  obligations  set  forth  herein,  the  Government  of 
the  Republic  of  China  shall  officially  notify  the  British 
Minister  at  Peking  of  the  fact,  and  this  approval  shall 
be  taken  as  covering  the  Detailed  Agreement  referred 
to  in  Article  17. 

ARTICLE     XIX 

This  Agreement  is  executed  in  quadruplicate  in 
English  and  Chinese,  one  copy  to  be  retained  by  the 
Corporation,  one  to  be  forwarded  to  the  Government 
of  the  Republic  of  China,  one  to  be  forwarded  to  the 
British  Minister  at  Peking,  and  one  to  be  retained  by 
the  Contractors,  and  should  any  doubt  arise  as  to  the 
interpretation  of  the  Agreement  the  English  text  shall 
be  accepted  as  the  standard. 

Signed  at  Shanghai  by  the  contracting  parties  on  this 
fourth  day  of  the  seventh  month  of  the  second  year 
of  the  Republic  of  China  being  the  fourth  day  of  July 
nineteen  hundred  and  thirteen. 


APPENDIX  II 
Legation  of  the  United  States  of  Amercia 

Peking,  March  17,  1919. 
Dr.  Sun  Yat  Sen, 
29  Rue  Moliere, 
Shanghai,  Kiangsu. 

Dear  Dr.  Sun  : 

I  have  read  with  great  interest  your  sketch  project 
for  the  international  development  of  China  as  em- 
bodied in  your  letter  of  February  first  to  me.  I  con- 
gratulate you  upon  the  broad  and  statesmanlike 
attitude  with  which  you  treat  this  very  important  sub- 
ject. Your  suggestion  of  united  international  partici- 
pation in  the  development  of  China's  resources  deserves 
the  support  of  all  friends  of  China.  It  would  be 
unfortunate  indeed  if  the  old  regime  of  spheres  of 
influence,  struggles  for  concessions  and  activities 
flavoring  of  selfish  exploitation  should  not,  with  the 
conclusion  of  the  war,  be  relegated  to  the  past.  You 
are  right  in  recognizing  the  necessity  of  a  substitute 
for  the  old  order  and  your  proposal  of  a  unified  policy 
under  international  organization  with  Chinese  partici- 

251 


252  APPENDIX  II 

pation  for  the  larger  development  in  China,  naturally 
assuming  that  the  inalienable  rights  of  the  Chinese 
people  are  to  be  amply  safeguarded,  meets  this  demand 
admirably. 

We  are  hopeful  that  conditions  in  China  may  become 
such  that  the  Chinese  people  themselves  may  be  en- 
couraged to  put  their  money  into  productive  enterprise 
and  participate  in  the  larger  developments.  We  are 
hopeful  that  the  day  is  not  far  distant  when  the  Chinese 
Government  may  be  able  actively  to  interest  itself  in 
the  encouragement  of  native  industry  to  the  end  that 
native  capital  of  which  there  is  a  very  considerable 
quantity,  may  be  induced  to  lend  itself  to  productive 
enterprises,  because  of  a  confidence  in  constructive 
policy  on  the  part  of  the  government. 

If  you  will  permit  a  suggestion,  I  would  be  inclined 
to  reduce  your  admirable  program  to  one  which  would 
be  in  closer  keeping  with  the  limits  of  the  present 
world's  resources  in  capital.  As  we  all  know  devas- 
tated Europe  is  calling  for  capital  for  rehabilitation 
and  other  nations  want  capital  for  development  pro- 
grams of  considerable  proportions.  Thus  it  would 
seem  that  China's  program  of  development  must  of 
necessity  take  cognizance  of  her  most  immediate  and 
most  pressing  needs.  We  are  all  united  in  that  tran- 
sportation occupies  a  prominent  place  in  such  a  pro- 
gram. 50,000  miles  of  railway  and  100,000  miles  of 
good  roads  would  seem  to  be  sufficient  to  engage  our 
attention  for  any  plans  for  the  immediate  future.  This 
would  allow  ample  opportunity  to  penetrate  the  great 


APPENDIX  II  253 

rich  unoccupied  regions  in  the  North  and  West,  which 
should  be  opened  to  colonization  and  development  as 
soon  as  possible  in  order  to  relieve  the  economic 
pressure  of  over  population  in  sections  along  the  coasts 
and  waterways,  and  to  accord  opportunities  to  bring 
the  rich  regions  of  West  China  into  contact  with  the 
trade  of  the  rest  of  China  and  the  world  at  large. 

Along  with  transportation,  China  needs  to  develop 
its  resources  in  iron  and  coal,  the  two  great  essentials 
to  modern  industrialism.  Arrangements  should  be 
made  whereby  foreign  capital  can  come  to  China's 
assistance  in  these  two  important  industries,  but  care 
should  be  exercised  so  as  to  preserve  to  China  the  iron 
and  coal  necessary  for  its  own  uses,  and  prevent 
China's  steel  industry  being  mortgaged  to  foreign  in- 
terests, in  a  way  so  as  to  jeopardize  China's  future  in 
this  important  industry. 

The  reform  of  the  currency  and  reforms  in  internal 
tax  administrations  are  questions  of  immediate  im- 
portance to  China's  economic  and  industrial  develop- 
ment. 

One  of  the  greatest  fields  of  potentiality  in  the 
immediate  demands  of  the  New  China,  is  agriculture. 
The  country  depends  in  its  final  analysis  upon  the 
prosperity  of  its  agriculture.  At  present  probably  as 
much  as  80%  of  China's  population  is  agricultural. 
China's  greatest  problem  is  the  proper  feeding  and 
clothing  of  its  vast  population.  Improved  conditions 
in  agriculture,  opening  of  new  lands  to  cultivation, 
irrigation  and  conservancy  works,  the  encouragement 


254  APPENDIX  II 

of  the  cattle  and  sheep  industries,  the  development  of 
the  cotton  industry  and  the  improvement  of  tea,  silk 
and  the  seed  crops  of  China,  are  timely  subjects  in  any 
program  of  developments.  There  is  a  vast  work  to  be 
done  in  agriculture  in  China,  which  will  lead  to  pros- 
perity generally,  and  make  possible  developments  with 
native  capital  in  other  fields  of  activity,  whereas  if 
agricultural  improvements  are  neglected,  it  will  be 
difficult  to  insure  prosperity  in  other  directions. 

Thus  for  the  present,  I  hope  the  main  thought  may 
be  centered  on  improvements  in  transportation,  in 
currency  and  tax  administrations,  in  the  development 
of  coal  and  iron  industries,  and  in  agriculture.  Many 
of  the  suggested  activities  included  in  your  very 
extensive  program  will  follow  as  a  corollary  to  the 
above. 

In  thinking  of  all  these  developments,  I  believe  that 
we  should  always  give  thought  to  the  fact  that  we  are 
not  dealing  with  a  new  country  but  with  one  in  which 
social  arrangements  are  exceedingly  intricate  and  in 
which  a  long-tested  system  of  agricultural  and  indus- 
trial organization  exists.  It  is  to  my  mind  most  im- 
portant that  the  transition  to  new  methods  of  industry 
and  labor  should  not  be  sudden  but  that  the  old  abilities 
and  values  should  be  gradually  transmuted.  It  is  im- 
portant that  the  artistic  ability  existing  in  the  silk  and 
porcelain  manufacture,  etc.  should  be  maintained  and 
fostered,  and  not  superseded  by  cheaper  processes.  It 
is  also  highly  important  that  no  export  of  food  should 
be  permitted,  except  as  to  clearly  ascertained  surpluses 


APPENDIX  II  255 

of  production.  It  would  produce  enormous  suffering 
were  the  food  prices  in  China  suddenly  to  be  raised  to 
the  world  market  level.  The  one  factor  in  modern 
organization  which  the  Chinese  must  learn  better  to 
understand  is  the  corporation,  and  the  fiduciary  re- 
lationship which  the  officers  of  the  corporation  ought 
to  occupy  with  respect  to  the  stockholders.  If  the 
Chinese  cannot  learn  to  use  the  corporation  properly, 
the  organization  of  the  national  credit  cannot  be 
effected.  Here,  too,  it  is  necessary  that  the  capital  of 
personal  honesty  which  was  accumulated  under  the  old 
system  should  not  be  lost  but  transferred  to  the  new 
methods  of  doing  business.  So  at  every  point  where 
we  are  planning  for  a  better  and  more  efficient  organi- 
zation, it  seems  necessary  to  hold  on  to  the  values 
created  in  the  past  and  not  to  disturb  the  entire  balance 
of  society  by  too  sudden  changes. 

I  wish  again  to  congratulate  you  upon  the  statesman- 
like view  with  which  you  consider  the  whole  question 
of  the  development  of  your  country,  and  the  very 
timely  suggestions  you  have  to  make  in  regard  to  a 
united  policy  of  international  participation  in  these 
developments.  I  am  glad  to  note  that  the  minds  of  the 
leaders  among  the  Chinese  people  today  are  being 
centered  more  and  more  upon  the  constructive  needs 
of  the  country  and  efforts  are  being  made  to  meet 
these  needs,  in  full  appreciation  of  China's  relations 
with  the  people  of  other  nations,  to  the  end  that  China's 
developments  in  the  future  may  work  in  harmony  with 
the  world  developments  generally. 


256  APPENDIX  II 

I  should  be  glad  to  hear  from  you  further  and  more 
in  detail  concerning  development  plans. 
Believe  me,  with  the  highest  regard, 
Sincerely  yours, 

(Signed) 

Paul  S.  Reinsch. 


APPENDIX  III 

DEPARTMENT  OF  COMMERCE 

Office  of  the  Secretary 

Washington 

May  12,  1 9 19. 

Hon.  Sun  Yat  Sen, 

29  Rue  MoHere, 
Shanghai,   China. 

Your  Excellency: 

I  have  read  with  the  greatest  interest  the  project  for 
the  International  Development  of  China  enclosed  in 
your  letter  of  March  17th,  and  agree  with  you  that  the 
economic  development  of  China  would  be  of  the 
greatest  advantage,  not  only  to  China,  but  to  the  whole 
of  mankind. 

The  plans  you  propose,  however,  are  so  complex  and 
extensive  that  it  will  take  many  years  to  work  them 
out  in  detail.  You  doubtless  are  fully  aware  that  it 
would  take  billions  of  dollars  to  carry  out  even  a  small 
portion  of  your  proposals  and  that  most  of  them  would 
not  be  able  to  pay  interest  charges  and  expenses  of 
operation  for  some  years.  The  first  question  to  be 
17  257 


258  APPENDIX  III 

decided,  therefore,  is  how  the  interest  charges  on  the 
necessary  loans  could  be  met.  The  revenues  of  the 
Chinese  Republic  are  already  too  heavily  burdened 
with  the  interest  charges  on  existing  Government  loans 
to  warrant  further  charges,  and  hence  it  would  seem 
necessary  for  the  present  to  limit  the  projects  for  devel- 
opment to  those  which  seem  sufficiently  remunerative 
to  attract  private  capital.  The  government  of  the 
United  States  has  consistently  endeavored  to  manifest 
its  disinterested  friendship  for  the  people  of  China  and 
will  undoubtedly  cooperate  in  every  proper  way  in  pro- 
posals to  advance  their  best  interests. 

Please  accept  my  thanks  for  your  kindness  in  sub- 
mitting your  proposals. 

Respectfully, 

(Signed) 

William  C.  Redfield, 
Secretary. 


APPENDIX  IV 
II  Ministro  Delia  Guerra 

Rome,  17  Maggio,  191 9. 
Most  Honorable 
Sun  Yat  Sen, 
29  Rue  Aloliere, 
Shanghai,   China. 

Honorable  Sir: 

I  thank  you  for  having  so  kindly  communicated  to 
me  the  interesting  project  regarding  how  to  employ 
through  an  International  Organization  the  exuberant 
industrial  activities  created  by  the  war,  in  order  to 
exploit  the  great  hidden  riches  of  China. 

Though  aware  of  the  practical  difficulties  which 
present  themselves  in  the  accomplishment  of  this  proj- 
ect, it  meets  with  my  utmost  appreciation,  I  assure  you, 
for  the  modern  spirit  by  which  it  is  animated  and  for 
the  depth  of  its  conception. 

Accept  my  best  wishes  for  complete  success,  in  the 
advantage  of  your  noble  country  and  for  the  interest 
of  humanity. 

Believe  Me, 

Faithfully  yours, 
(Signed) 
General  Caviglia. 
259 


APPENDIX  V 

Peking,  June  17,  1919. 


Hon.  Sun  Yat  Sen, 


Shanghai. 


Dear  Sir  : 


Permit  me  as  a  professional  railway  man  to  express 
my  pleasure  with  your  article  appearing  in  the  Far 
Eastern  Review  for  June. 

I  will  not  at  this  time  express  approval  or  disapproval 
of  the  route  which  you  have  chosen  but  the  idea  of  a 
line  to  connect  up  the  great  agricultural  interior  with 
the  densely  populated  coast  appeals  to  me  strongly.  I 
feel  that  you  are  making  a  definite  t:ontribution  to  rail- 
way economic  theory  in  this  respect,  whereas  the  line 
itself  would  relieve  congestion,  open  up  a  production 
area  which  would  lower  food  costs,  furnish  employ- 
ment to  large  numbers  of  soldiers  to  be  disbanded,  and 
put  in  circulation  a  large  amount  of  hard  money  which 
would  go  far  to  correct  the  currency  situation. 

I  am  especially  pleased  to  have  your  article  appear 
at  this  time  for  I  had  already  written  one  at  the  request 
of  the  publishers  of  the  forthcoming  ''Trans-Pacific'* 
magazine  in  which  I  touched  upon  the  same  line  of 

260 


APPENDIX  V  261 

thought.  This  will  not  appear  until  July  and  your 
opinions  will  have  done  much  to  prepare  the  minds  of 
sceptics  upon  the  subject  by  that  time. 

I  trust  that  this  intrusion  of  an  entire  stranger  may 
be  pardoned,  and  that  you  will  continue  to  support 
the  thought  which  you  have  so  ably  presented. 
Very  truly  yours, 

(Signed) 

J.  E.  Baker. 


APPENDIX    VI 

3,  Piazza  Del  Popolo 
Roma 

August  30,  1 91 9. 
Dr.  Sun  Yat  Sen, 
29  Rue  Moliere, 
Shanghai,  China. 

My  Dear  Dr.  Sun  Yat  Sen: 

I  thank  you  for  your  very  kind  letter  of  June  19th 
which  has  just  been  forwarded  to  me  from  my  office 
in  Rome,  also  for  your  kindness  in  sending  me  your 
splendid  project  'To  assist  the  Re-adjustment  of  Post- 
bellum  Industries,"  and  the  program  for  "The  Inter- 
national Development  of  China." 

I  assure  you  I  read  your  proposals  and  studied  the 
maps  in  connection  with  your  able  and  logical  argu- 
ment with  the  deepest  interest.  And  I  beg  you  to 
accept  my  hearty  congratulations. 

I  am  entirely  convinced  that  your  noble  ideals  will  be 
realised,  not  only  for  the  benefit  of  China  and  the 
welfare  of  your  own  people,  but  for  the  benefit  and 
prosperity  of  the  whole  human  race. 

The  Nations  cannot  continue  to  deny  in  the  future 

262 


APPENDIX  VI  263 

as  they  have  in  the  past,  the  unHmited  natural  resources 
of  your  rich  fertile  country,  in  foods,  minerals,  coal 
and  iron,  etc. ;  and  your  plans  for  development  and 
activity,  as  well  as  your  methods  of  communication  for 
expanding  and  cultivating  almost  untouched  miles  of 
virgin  soil,  and  bringing  these  products  to  the  doors  of 
the  "World  Market"  by  a  practical  and  economic  plan, 
scientifically  studied  out,  places  you  at  once  among 
the  very  rare  few  unselfish  humanitarian  benefactors, 
and  reveals  so  clearly  your  profound  international 
sympathies. 

The  development  of  China's  natural  resources  will 
give  a  new  impetus  and  vitality  to  industry  and  com- 
merce in  your  country  and  will  not  only  be  of  incalcul- 
able benefit  to  your  own  people,  but  offer  undeniable 
and  unlimited  advantages  to  all  people  in  all  nations. 
Therefore  Governments  and  foreign  financiers  should 
not  hesitate  in  giving  your  plans  their  most  careful 
consideration  and  support,  and  come  to  your  assistance 
in  the  realisation  of  your  grand  humanitarian  project. 

The  construction  of  a  great  "Northern  Port"  on  the 
Gulf  of  Pechili,  and  the  building  of  a  system  of  rail- 
ways from  this  great  Northern  Port  to  the  north- 
western extremity  of  China,  as  well  as  the  construction 
of  canals  to  connect  the  inland  waterways  systems  of 
North  and  Central  China  with  the  great  "Northern 
Port,"  and  the  development  of  coal  and  iron  fields  in 
Shansi  which  would  necessitate  the  construction  of 
iron  and  steel  works  would  not  only  offer  employment 
to  millions  of  your  country  people,  but  would  open 


264  APPENDIX  VI 

wider,  and  advantageously,  the  doors  of  thousands  of 
well  organised  industries  in  many  nations. 

It  is  very  encouraging  to  me,  dear  Dr.  Sun  Yat  Sen, 
to  know  that  you  look  upon  my  plans  of  an  'Interna- 
tional World  Centre  of  Communication"  with  favor, 
and  that  you  will  further  the  idea  among  your  country- 
men by  writing  about  it  in  your  magazine  "The 
Construction." 

This  city,  erected  upon  neutral  grounds  would  offer 
at  once  the  practical  framework  for  the  essential  needs 
of  a  League  of  Nations  and  could  become  its  dignified 
"Administrative  Centre"  crowned  by  an  International 
Court  of  Justice. 

I  have  presented  the  plans  and  proposals  of  this 
World  Centre  to  the  Rulers  and  governments  of  all 
nations,  and  hope  to  be  able  to  go  to  Washington  in 
October  to  exhibit  the  large  original  drawings  and 
personally  explain  the  project  from  a  practical  and 
economic  point  of  view  before  the  foreign  delegates 
who  may  meet  there  to  assist  in  the  formation  of  a 
League  of  Nations,  and  I  have  written  to  President 
Wilson,  who  after  receiving  the  volumes  containing  the 
proposals  and  plans,  wrote  that  "he  valued  them  very 
highly." 

I  hope  that  in  the  very  near  future  this  International 
World  Centre  of  communication  may  become  a  reality. 
It  would  be  the  means  of  clearly  defining  and  bringing 
into  focus  the  highest  natural  products  as  well  as  the 
most  important  industrial  achievements  of  all  countries. 
This  accomplishment  would  be  one  of  the  first  definite 


APPENDIX  VI  265 

steps  toward  more  friendly  social  and  economic  re- 
lations, and  the  practicability  of  establishing  such 
cooperation  cannot  be  disputed. 

This  City  of  Peace  should  rise  and  stand  as  an 
International  Monument,  erected  by  international  con- 
tribution to  commemorate  the  heroic  struggle  and  noble 
sacrifice  of  millions  who  gave  their  lives  on  the  battle 
fields,  in  the  air  and  on  tlie  sea,  that  justice  should 
triumph  and  open  the  ways  for  humanity  to  progress 
in  peace,  and  free  from  tyranny  in  the  future. 

With  the  assurance,  dear  Dr.  Sun  Yat  Sen,  of  my 
most  profound  sympathies  for  your  noble  project,  and 
with  my  deep  gratitude  for  your  keen  interest  in  my 
plans, 

I  beg  to  remain,  with  high  esteem 
Faithfully  yours, 

(Signed) 

Hendrick  Christian  Andersen. 


